Fuel system mountable to a vehicle frame

ABSTRACT

A fuel system is provided that includes a fuel system frame and in some cases access steps. The frame can be mounted to a vehicle frame rail. Bracket assemblies can be coupled to the fuel system frame at a plurality of positions. The fuel tank can be mounted at neck portions thereof and can be supported on the frame rail between the neck portion, e.g., spaced a distance from the neck portions in a longitudinal direction of the fuel system. The access steps can be non-rectangular to provide a wide stepping portion even if the fuel system includes large tanks. The steps can be directly supported by an outside surface of the tank.

CROSS-REFERENCE

Any and all applications for which a foreign or domestic priority claimis identified in the Application Data Sheet as filed with the presentapplication are hereby incorporated by reference under 37 C.F.R. § 1.57.

BACKGROUND OF THE INVENTION Field of the Invention

This application relates to fuel systems that can be mounted to alateral or side portion of a vehicle frame rail.

Description of the Related Art

Compressed natural gas (CNG) is an alternative fuel that provides manyadvantages. CNG fuels burn cleaner than other combustion fuels forvehicles. CNG also can be more cost effective.

CNG fuel systems can come in several forms. One form employs a Type IVfuel tank constructed with a polymeric liner. Carbon fiber wrappedaround the liner can reinforce the liner, to produce a fuel tank strongenough for use on heavy-duty trucks and other vehicles. The fuel tankcan have a boss sealing each of the end portion of the fuel tank. Theboss can provide access to the fuel tank for filling and dispensing thefuel contained therein. A side mounted fuel system can include a frameto support the fuel tank on a side or lateral portion of a vehicle.Straps can support central portions of the fuel tank within the frame.Some fuel tanks also can be supported at one or both ends at the bosses.

SUMMARY OF THE INVENTION

While the side mounted fuel system is known, complications in mountingthe fuel system can arise. Straps adds cost, complexity, and a failuremode to the fuel system. Also, other components are mounted to thelateral portion of the frame rail. So it can be challenging to locatethe fuel system conveniently relative to these other components. A needexists to provide improved side-mounted fuel systems. There is a needfor improved assemblies and systems that can be more flexibly connectedto the frame rail, e.g., a two or more positions spaced along the framerail. There is a need for improved assemblies and systems that support afuel tank at a boss portion. Also, there is a need for an improved cabaccess system. These improvements can enable larger tanks to besupported to a lateral portion of a frame rail while not extending thewidth of the vehicle at the tank beyond acceptable limits.

In one embodiment, a fuel system is provided that includes a fuel systemframe, a first bracket, and a second bracket. The fuel system frame hasa first position and a second position spaced apart from the firstposition. The first bracket is configured to connect to the fuel systemframe at the first position or at the second position to support thefuel system from either the first position or the second position. Thesecond bracket has a first portion configured to mate with the firstbracket and a second portion configured to connect to a vehicle framerail.

The first position and the second position allow the first and secondbrackets to be located at any one of a plurality of different vehicleframe rail positions along the frame rail without requiring the movementof the fuel system frame.

The first position and the second position allow the fuel system to belocated in any one of a plurality of different vehicle frame railpositions along the frame rail without requiring the movement of thesecond bracket.

In another embodiment, a fuel system is provided that includes a fueltank and a support assembly. The fuel tank includes a centralcylindrical portion, a first neck portion that has a first boss at afirst end and a second neck portion that has a second boss at a secondend. The support assembly is configured to connect the fuel system to aside portion of a frame rail of a vehicle. The support assembly has afirst tank support portion, a second tank support portion, and a bracketsystem. The first tank support portion is configured to support thefirst neck portion of the tank. The second tank support portion isconfigured to support the second neck portion of the tank. The bracketsystem is coupled with the first tank support portion and the secondtank support portion. The bracket system is configured to be coupled toa frame rail at a frame rail position longitudinally between the firstneck portion of the fuel tank and the second neck portion of the fueltank.

In some variations, the tank is not being directly supported atlocations longitudinally between the first and second neck portions.

In another embodiment a fuel system is provided that includes a fueltank, a frame, and a step support. The fuel tank has a centralcylindrical portion, a first end and a second end opposite the firstend. The frame has a frame rail connection portion disposed on a vehicleside of the fuel system and a tank support portion disposed around oneor both of the first and second ends of the fuel tank. The step supportis configured to apply a load to the central cylindrical portion of thefuel tank.

In some embodiments, a fuel system is provided that includes an accessdoor on an end of the fuel system. The access door can be configured tobe moved to provide access to three or more components within the fuelsystem. One of the three or more components can be a filter. Forexample, in some embodiments, the access door can provide access to afilter, a defuel assembly, and a bleed valve. In some embodiments, theaccess door can provide access to a filter, a cylinder valve assembly,and a bleed valve.

In some configurations the fuel system enclosure, e.g., cover, has anelongated side opening that provides access to one or more components.The components can be mounted to one or more modular frame members,e.g., plates. The elongate opening enables service access to one or morecomponents that may be mounted in a modular way and accessible throughthe opening. For example, the same exterior enclosure with the elongateaccess opening can be used to enclose a wide range of internal componentlayouts while providing service, inspection and repair access to thecomponents thereof. In one example, three modular frame members areprovided, each with one or more serviceable component mounted thereto.The access opening can provide access to the components on all threemodular frame members.

In another form, an enclosure is provided with an access door assemblyhaving two stop positions. The assembly can have a first stop positioncorresponding to the door being rotated out of a position of covering anaccess opening. The assembly can have a second stop positioncorresponding to the door being rotated to a position of covering theaccess opening. In one of the positions, a hook comes to rest on a shaftof the access door assembly whereby the position of the door isrestrained. The door can be fixed in the restrained position byactuating a door locking clamp.

In another embodiment, a vehicle is provided that includes a cab, aplurality of wheels, one or more frame rails, an engine or powergeneration system, a cylinder, and a housing. The cab is configured tohouse one or more occupants of the vehicle. The one or more frame railsare configured to support the cab and the plurality of wheels. Theengine or power generation system is configured to be powered by a fuel.The cylinder is configured to store the fuel to be used by the engine orpower generation system. The cylinder has a first end portion, a secondend portion, and a central body forming an enclosed cavity for storingpressurized gas, a reinforcement structure disposed over the centralbody, and a metal foil interposed between the reinforcement structureand central body. The metal foil is configured to reduce permeation ofcontents of the cylinder. The housing is coupled to at least one of theone or more frame rails. The housing is configured to receive thecylinder, protect the cylinder, and accommodate fluid coupling betweenthe cylinder and the engine or power generation system. The housing hasone or more access panels allowing access to an interior of the housing.

In some variations, the vehicle is a tractor configured to pull atrailer.

In some variations, the fuel is compressed natural gas.

In some variations, the housing is located on a side of the vehicle,behind a cab of the vehicle, a rooftop of the vehicle, or on a tailgateof the vehicle. The access panel is rotatably coupled to an end portionof the housing in a configuration that enables the access panel to berotated between open and closed positioned while keeping an innersurface of the access panel parallel to an outer surface of the endportion of the housing.

In some variations, the metal foil is an aluminum foil having athickness in a range between 0.0005 in and 0.05 inches.

In some variations, the central body has a first end coupled with thefirst end portion and a second end coupled with the second end portion.The central body has an outer surface and an inner surface disposedbetween the first end and the second end. The central body between theinner surface and the outer surface is a continuous expanse of ahomogenous material.

In some variations, the vehicle further comprises an adhesive layerinterposed between the metal foil and the central body.

In some variations, the metal foil comprises a portion of a metal foilstructure comprising a polymer layer, the polymer layer of the metalfoil structure disposed on a side of the metal foil such that thepolymer layer is interposed between the metal foil and the central body.

In some variations, the central body comprises a cylindrical body andthe first end portion comprises a hemispherical member coupled with oneend of the cylindrical body. The metal foil is disposed over thecylindrical body.

In some variations, the central body comprises a cylindrical body andthe first end portion comprises a hemispherical member coupled with oneend of the cylindrical body. The metal foil has a circumferential endspaced apart from the hemispherical member.

In some variations, the metal foil is disposed in a laminate structureand is wound about the central body.

In some variations, the metal foil is wound circumferentially about thecentral body.

In another embodiment, a system for powering a vehicle is provided thatincludes an engine or power generation system and a housing. The engineor power generation system is configured to be powered by a fuel. Thehousing is configured to couple to one or more frame rails of thevehicle and receive and protect a cylinder configured to store the fuelto be used by the engine or power generation system. The cylindercomprises a first end portion, a second end portion, a central bodyforming an enclosed cavity for storing pressurized gas, a reinforcementstructure disposed over the central body, and a metal foil interposebetween the reinforcement structure and central body. The metal foil isconfigured to reduce permeation of contents of the cylinder.

In some variations, the housing is located on a side of the vehicle,behind a cab of the vehicle, a rooftop of the vehicle, or on a tailgateof the vehicle

In some variations, the system further comprises an adhesive layerinterposed between the metal foil and the central body.

In some variations, the metal foil comprises a portion of a metal foilstructure comprising a polymer layer, the polymer layer of the metalfoil structure disposed on a side of the metal foil such that thepolymer layer is interposed between the metal foil and the central body.

In some variations, the central body comprises a cylindrical body andthe first end portion comprises a hemispherical member coupled with oneend of the cylindrical body. The metal foil is disposed over thecylindrical body.

In some variations, the central body comprises a cylindrical body andthe first end portion comprises a hemispherical member coupled with oneend of the cylindrical body. The metal foil has a circumferential endspaced apart from the hemispherical member.

In some variations, the metal foil is disposed in a laminate structureand is wound circumferentially about the central body.

In another embodiment, a system for powering a vehicle is provided thatincludes an engine or power generation system, an internal pressureenclosure, a reinforcement structure, a barrier structure, and ahousing. The engine or power generation system is configured to bepowered by a pressurized gas. The internal pressure enclosure includes afirst end portion, a second end portion, a central body having a firstend coupled with the first end portion and a second end coupled with thesecond portion The central body further has an outer surface and aninner surface disposed between the first end and the second. The firstend portion, the second end portion, and the central body form anenclosed cavity for storing the pressurized gas wherein the innersurface of the central body forms at least a portion of an innermostsurface of the internal pressure enclosure. The central body between theinner surface and the outer surface being a continuous expanse of ahomogenous material. The reinforcement structure is disposed over thecentral body. The barrier structure is interposed between thereinforcement structure and the outer surface of the central body. Thebarrier structure is configured to reduce permeation of contents of theinternal pressure enclosure. The housing is coupled to one or more framerails of the vehicle and configured to receive the internal pressureenclosure.

BRIEF DESCRIPTION OF THE DRAWINGS

The abovementioned and other features of the inventions disclosed hereinare described below with reference to the drawings of the preferredembodiments. The illustrated embodiments are intended to illustrate, butnot to limit the inventions. The drawings contain the following figures.

FIG. 1 is a perspective view of a cab of a heavy duty vehicle having afuel system mounted to a side portion of a frame rail of the vehicle;

FIG. 2 is a top view of a portion of a vehicle frame rail of a vehiclechassis having a fuel system according to one embodiment coupled to alateral portion of the frame rail;

FIG. 3 is a disassembled view of a portion of a fuel system bracket anda portion of a fuel system support assembly that has a plurality ofconnection positions;

FIGS. 3A-3B show a tank-side and frame rails side views, respectively,of a bracket assembly including a bracket portion and a fuel systemsupport assembly portion having a continuous range of connectionpositions;

FIG. 4 is a perspective view of a frame rail and bracket assembly formounting a fuel system according to one embodiment;

FIG. 5 is a vehicle side view of a fuel system and bracket assemblyaccording to one embodiment;

FIG. 6 shows detail 6-6 of the fuel system and bracket assembly of FIG.5;

FIG. 7-8 are top and perspective views of a bracket assembly accordingto one embodiment;

FIG. 9 is a cross-section of the bracket assembly of FIG. 2 taken at thesection plane 9-9 showing an elevation support of a fuel system bracket;

FIG. 10 is a cross-section of the bracket assembly of FIG. 2 taken atthe section plane 10-10 showing a transverse motion limit portion of aframe rail bracket;

FIG. 11 is a perspective view of the fuel system of FIG. 2 with thecover thereof removed showing neck support of the fuel tank;

FIGS. 11A-11B show a perspective view of an alternative configuration inwhich fuel system mounting positions are located outside of a projectionof the fuel tank, e.g., of a forward end of the fuel tank and/orrearward of a rearward end of the fuel tank;

FIG. 12 is a perspective view of a frame assembly of the fuel system ofFIG. 2 with the cover and the fuel tank removed;

FIG. 13 is an end view of the fuel system of FIG. 2 with an end portionof the cover of the system removed, showing a step assembly of the fuelsystem;

FIG. 13A is a detail view of a step assembly of FIG. 13 of the fuelsystem of FIG. 2;

FIG. 14 is an end view of the fuel system of FIG. 2 showing an accessdoor in an open position;

FIG. 14A is a perspective view of an end of the fuel system of FIG. 2showing the access door of FIG. 14 in an open position; and

FIG. 14B is an end view of the fuel system of FIG. 2 showing the accessdoor of FIG. 14 in a closed position.

FIG. 15 shows a vehicle that has a gas cylinder assembly according toone embodiment integrated into a side-mount fuel system.

FIG. 16 is a side view of a gas cylinder assembly according to oneembodiment.

FIG. 17 is a cross-sectional view of the gas cylinder assembly of FIG.16 taken at section plane 17-17.

FIG. 18 is an enlarged view of detail 18-18 in FIG. 17 showing thestructure of a central portion of the tank gas cylinder assembly of FIG.16.

FIG. 19 is an enlarged view of detail 19-19 in FIG. 17 showing thestructure of an end portion of the tank gas cylinder assembly of FIG.16.

FIG. 20 shows an internal pressure enclosure of a gas cylinder assemblyaccording to one embodiment.

FIG. 21 is a cross-sectional view of the internal pressure enclosure ofFIG. 20 taken at section plane 21-21.

FIG. 22 is a cross-sectional view of an assembly including a barrierlayer disposed over the internal pressure enclosure of FIG. 20.

FIG. 23 is an enlarged view showing detail 23 of the assembly of FIG.22.

FIG. 24 shows an embodiment of a gas cylinder assembly having a barrierlayer material in the form of a strip or strips wound or wrappedcircumferentially around the internal pressure enclosure of FIG. 20 andalso illustrates a process of wrapping or winding a strip or strips suchthat a longitudinal axis of the strip is disposed generally transverseto a longitudinal direction of the internal pressure enclosure.

FIG. 25 is an enlarged partial cross-sectional view, similar to FIG. 18,of a central portion of a gas cylinder and also showing layers of apermeation barrier structure according to one embodiment.

FIG. 26 illustrates a process of attaching a strip of a barrier layermaterial over the internal pressure enclosure of FIG. 20, a longitudinalaxis of the strip aligned with a longitudinal direction of the internalpressure enclosure according to one embodiment.

FIG. 27 illustrates a gas cylinder assembly that has a permeationbarrier formed with multiple strips of barrier layer material, e.g., byrepeating the process illustrated in connection with FIG. 26.

FIG. 28 shows one embodiment of a gas cylinder assembly having a sheet,e.g., a film of barrier material wrapped over a central portion of theinternal pressure enclosure of FIG. 20.

FIG. 29 is a cross-sectional view taken at section plane 29-29 shown inFIG. 28.

FIG. 30 is an enlarged view of detail 30 in FIG. 29.

FIG. 31 shows a gas cylinder assembly having a barrier layer having asame configuration over a central portion and one or more end portionsof the internal pressure enclosure of FIG. 20 according to oneembodiment.

FIG. 32 shows a gas cylinder assembly having different configurations ofa barrier layer over a central portion and one or both of the endportions of the internal pressure enclosure of FIG. 20 according to oneembodiment;

FIG. 33 shows a portion of a heavy duty truck illustrating aconventional location for a compressed air vessel;

FIG. 34 is a perspective view of a heavy duty truck with a fluid storagesystem according to one embodiment of this application disposed behindthe cab thereof;

FIG. 35 is a front perspective view of a fluid storage system that canbe mounted in a space behind a cab of a heavy duty truck as depicted inFIG. 34;

FIG. 36 is a front plan view of the fluid storage system of FIG. 35;

FIG. 37 is a detail front perspective view of the fluid storage systemof FIG. 35 with the cowling thereof removed for enhanced clarity of viewof the internal components of the system;

FIG. 38 is side view of the fluid storage system of FIG. 35 with thecowling thereof removed showing a number of auxiliary fluid pressurevessel support locations;

FIG. 39 shows a portion of a manifold that can be coupled with one ormore pressure vessels of the fluid storage system of FIG. 35;

FIG. 40 is a perspective view of end portions of two tanks, illustratingports of pressure vessels of the fluid storage system of FIG. 35;

FIG. 41 illustrates one auxiliary component that can be coupled with anauxiliary fluid pressure vessel of the fluid storage system of FIG. 35;

FIG. 42 shows a garbage truck with a roof mounted fluid storage system;

FIG. 43 illustrates another auxiliary component that can be coupled withthe auxiliary fluid pressure vessel of the fluid storage system of thegarbage truck of FIG. 42;

FIG. 44 shows a garbage truck with a tail-gate mounted fluid storagesystem;

FIG. 45 illustrates a system including a component powered by a fluidvessel disposed in the tail-gate mounted fluid storage system of FIG.44;

FIG. 46 shows a vehicle with a side-mounted fluid storage system; and

FIG. 47 is a cross-section of the side mounted system of FIG. 46.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT

While the present description sets forth specific details of variousembodiments, it will be appreciated that the description is illustrativeonly and should not be construed in any way as limiting. Furthermore,various applications of such embodiments and modifications thereto,which may occur to those who are skilled in the art, are alsoencompassed by the general concepts described herein. Each and everyfeature described herein, and each and every combination of two or moreof such features, is included within the scope of the present inventionprovided that the features included in such a combination are notmutually inconsistent.

This application discloses a number of improvements in a side mountedfuel system 100 that, in some embodiments, provides more options inmating or mounting the fuel system 100 to a frame rail 42 of a vehicle40. See, e.g., FIG. 2 and Section I below. In some cases, theimprovement provide enhanced neck mounting of a fuel tank 102 of thefuel system 100. See, e.g., FIGS. 11-12 and Section II below. In somecases, the improvements make better use of available space for vehicleaccess steps a large fuel tank 102. See, e.g., FIG. 13 and Section IIIbelow. In some cases, the improvements provide for better access tocomponents of the fuel system. See, e.g., FIGS. 14, 14A, and 14B andSection IV below. In some cases, the improvements include improved gascylinder assemblies. See, e.g., FIGS. 15-32 and Section V below. In somecases, the improvements include auxiliary fluid handling systems and/orfuel systems mounted in arrangements other than side mounted. See, e.g.,FIGS. 33-47 and Section VI below.

I. Support Assembly for Frame Rail Connections

Some embodiments of the fuel system 100 provide more options for howmounting the fuel system 100 to a vehicle 40. The vehicle 40 can be orinclude a portion of a heavy-duty vehicle, such as a tractor unit forforming a tractor-trailer. The vehicle 40 includes a frame rail 42 thatsupports various components, such as forward wheels, rearward wheels,and a cab. The frame rail 42 can include a rigid member formed into ashape providing enhanced strength, such as having an I-beam or a Cshaped cross-section configuration. A C-shaped frame rail 42 can have along side 44 facing away from a center of the frame rail 42 and shortsides at a top and a bottom side thereof. The side 44 faces away from acentral, vertical forward-rearward plane. The side 44 can be equipped tosupport the fuel system 100 as well as a number of other components.

FIG. 2 shows an example of how the fuel system 100 and other componentscan be mounted to the frame rail 42. The fuel system 100 accommodatesthese other components to make better use of restricted space and/or toprovide compact configurations. For example, a fender 46 can be disposedat least partially over front wheels of the vehicle 40. In oneembodiment, a gap 47 separates a forward face of the fuel system 100from a rearward edge of the fender 46. A bracket assembly describedbelow can adjust the gap 47. As a further example, a shackle 50 coupledto the frame rail 42 can be configured to support a shock absorber. Theshock absorber configuration and/or the geometry of the vehicle 40 canlimit a desired position for the shackle 50.

The mounting location of the fuel system 100 can be shifted to betteraccommodate these other vehicle components. Also, the bracket assemblycomponent of the fuel system 100 to be shifted even if the rest of thefuel system 100 is not shifted to accommodate these other components.

A. Frame Rail Mounting Location Adjustment

FIGS. 2, 3, 5, and 11 show further aspects of mounting location for thefuel system 100. The fuel system 100 includes the fuel tank 102 that issupported by a support assembly, e.g. a fuel system frame 104. The fuelsystem frame 104 can also include a frame rail connection portion 106that can couple with a portion of a bracket assembly in a number ofdifferent positions. The frame rail connection portion 106 is providedon a vehicle side 100V of the fuel system 100. The frame rail connectionportion 106 can have a grid of mount features, which can include aplurality of mounting holes as discussed further below. The plurality ofmounting holes enables greater flexibility in placement of the bracketsused to connect the fuel system 100 to the frame rail 42. The pluralityof mounting holes enables greater flexibility in placement of the fuelsystem 100 on the frame rail 42. The plurality of mounting holes enablesgreater flexibility in placement of the fuel system 100 or the bracketsalong the frame rail 42. The fuel system 100 also includes a cover 105that in combination with the fuel system frame 104 encloses a spacearound the fuel tank 102.

FIGS. 2, 3 and 6-8 show details of a first bracket 108 and theconnection thereof to the frame rail connection portion 106 at arearward portion of the fuel system 100. In one embodiment, the framerail connection portion 106 is able to couple with a first bracket 108in more than one position. The first bracket 108 can be coupled to asecond bracket 112 to mount the fuel system 100 to the frame rail 42 asdiscussed further below. FIG. 3 shows that in one example, the framerail connection portion 106 can have an array of holes that allows thefirst bracket 108 to couple to the frame rail connection portion 106 ina plurality of discrete predefined positions. A first frame railconnection portion 106 can be coupled to a rearward position of the fuelsystem 100 in the orientation shown in FIG. 3 and a second frame railconnection portion 106 can be coupled to a forward position of the fuelsystem 100. The second frame rail connection portion 106 toward theforward position can be in an inverted orientation (rotated 180 degreesabout an axis into and out of the page). As a result, mounting features107 (e.g., fastener holes) of the rearward frame rail connection portion106 can be located toward the rear of the fuel system 100 and themounting features 107 of the forward frame rail connection portion 106can be located toward the front of the fuel system 100.

A first position 120 can be provided by a subset of the holes on theframe rail connection portion 106. For example a pair of holes locatedtoward a forward end of the array of holes, one above the other, can inpart define the first position 120. The forward pair of holes can belocated at a common longitudinal position of the frame rail connectionportion 106. A second pair of holes can in part define the firstposition 120. The second pair of holes of the first position 120 can belocated at a common longitudinal position of the frame rail connectionportion 106 spaced apart from the first pair of holes of the firstposition 120. The first position 120 includes in this embodiment as aset of four holes including a forward most pair of holes on the framerail connection portion 106. This configuration allows the frame railconnection portion 106 to be coupled with the first bracket 108 at aforward-most position of the frame rail connection portion 106. Althoughthe first position 120 can include four holes, in some embodiments thefirst position 120 can include more or fewer holes than four holes, caninclude a different arrangements of holes, and can include positionsalong one or more slots as described further below. This can allow thefirst bracket 108 and a second bracket 112 coupled therewith to belocated forward relative to a second position 124 defined by a set ofholes of the array of holes on the frame rail connection portion 106.

In one embodiment, the second position 124 is defined by a pair of holesdisposed toward the rearward end of the frame rail connection portion106. The pair of holes of the second position 124 disposed toward therearward end can be disposed at a common longitudinal position of theframe rail connection portion 106. The second position 124 can befurther defined by a second pair of holes spaced forward of the firstpair of holes of the second position 124. The second pair of holes ofthe second position 124 can be located forward of, and in theillustrated example immediately adjacent to, the rearward pair of holesof the first position 120. Although the second position 124 include fourholes, the second position 124 could include more or fewer holes thanfour holes, can include different arrangements of holes, and can includepositions along one or more slots as described further below.

The frame rail connection portion 106 can define a third position 125between the first position 120 and the second position 124. The thirdposition 125 can be defined in part by a pair of holes located rearwardof, e.g., in one case immediately adjacent to, the forward holes of thefirst position 120. The third position 125 can be further defined by asecond pair of holes located rearward of, e.g., immediately rearward of,the rearward holes of the first position 120. Although the thirdposition 125 include four holes, the third position 125 could includemore or fewer holes than four holes, could include differentarrangements of holes, and could include positions along one or moreslots as described further below. Although three positions areillustrated in the frame rail connection portion 106, in otherembodiments there can be more or fewer positions defined by discrete,predefined holes in the frame rail connection portion 106. The positions120, 124, and 125 can also be forward, rearward and intermediate in asecond frame rail connection portion 106 which can be inverted and canbe located toward the forward end of the fuel system 100 as discussedabove.

The distance between the positions 120, 124, 125 can be any suitabledistance. For distance from the forward pair of holes of the firstposition, 120 to the forward pair of holes of the second position 124can be 100 mm in one embodiment. The distance from the second position124 to the third position 125, e.g., from the forward pair of holes ofthe first position 124 to the forward pair of holes of the secondposition 125 can be 50 mm in one embodiment. These distances can beuniform or can vary from one position to the next. For example, thedistance from the forward pair of holes of the first position 120 to theforward pair of holes of the second position 124 can be any of 200 mm,150 mm, 100 mm, 50 mm, 25 mm or more or less. The distance from thesecond position 124 to the third position 125, e.g., from the forwardpair of holes of the first position 124 to the forward pair of holes ofthe second position 125 can be any of approximately 160 mm, 155 mm, 152mm, 143 mm, 126 mm, 100 mm, 75 mm, 70 mm, 61 mm, 50 mm, 32 mm, 25 mm, or12 mm. The distance from the second position 124 to the third position125 can be three-quarters, two-thirds, one-half, one-third orone-quarter of the distance from the first position 120 to the secondposition 124.

FIG. 3 can further illustrate the positioning of a bracket assemblyrelative to the frame rail connection portion 106. A first bracket 108can include a portion illustrated in FIG. 3 that is configured to becoupled with the frame rail connection portion 106. The portion of thefirst bracket 108 can include a central flange 164. The central flange164 can project away from a bracket mounting base 166 that can include aplurality of mounting holes 109. The mounting holes 109 can be arrangedto match the holes corresponding to one or more position of the framerail connection portion 106. For example, the mounting holes 109 can bearranged in an array that includes a pair of mounting holes 109 on afirst side of the central flange 164 and a pair of mounting holes 109 ona second side of the central flange 164 opposite the first side. Thus,the mounting holes 109 can be aligned over the holes of the firstposition 120 and fasteners can be used to secure the bracket mountingbase 166 to the frame rail connection portion 106.

Advantageously, the groups of holes forming the first position 120, thesecond position 124, and the third position 125 can all be arranged atthe same spacing as the mounting holes 109 such that the bracketmounting base 166 can be aligned with the holes of any of thesepositions.

As noted above, the fuel system frame 104 can include the frame railconnection portion 106 located toward a rearward portion of the fuelsystem 100. The fuel system frame 104 can also include a second framerail connection portion 106 located toward a forward portion thereof. Astructural member 256 can couple the two frame rail connection portion106 together or they can be formed on a single unitary frame member. Theforward frame rail connection portion 106 can have the same or a similarconfiguration as the rearward frame rail connection portion 106, e.g.,with an array of holes defining a plurality of discrete spaced apartpositions. The forward frame rail connection portion 106 can be coupledwith bracket mounting base 166 of a third bracket 140, the third bracket140 configured to couple with a fourth bracket 152 to form a secondbracket assembly to couple the fuel system 100 to the frame rail 42.

The holes in the frame rail connection portions 106 (forward andrearward) enable several types of mounting configurations. For example,in one case, the longitudinal position of the fuel system 100 along theframe rail 42 can be determined. For example, the desired gap 47 can beprovided between a forward portion of the fuel system 100 and anadjacent component, such as the fender 46. In another example, thevehicle side 100V of the fuel system 100 can be disposed at leastpartially over a low profile component, such as the shackle 50.Potential interference at the forward end of the fuel system 100 withother components on the frame rail 42 can be determined. In one example,securing the third bracket 140 to the frame rail connection portion 106in the first position 120 would result in interference with another suchcomponent. The third bracket 140 can be moved to the second position 124or the third position 125 of the forward frame rail connection portion106. This allows the fourth bracket 152 to move to a frame rail positioncorresponding to the second position 124 or the third position 125 outof interfering position with such other component.

FIG. 2 shows the third bracket 140 in the second position 124 of theforward frame rail connection portion 106. FIG. 3 shows that in the caseof the rearward frame rail connection portion 106 the first position 120is a forward position, the second position 124 is a rearward position,and the third position 125 is an intermediate position between theforward and rearward positions. In the case of the forward frame railconnection portion 106, the second position 124 is also the rearmostposition of the forward frame rail connection portion 106. For theforward frame rail connection portion 106 the second position 124 is theposition farthest from the mounting features 107. The position of thefirst bracket 108 on the rearward frame rail connection portion 106 canalso be selected to avoid interference with other components on theframe rail 42. In the illustrated embodiment, the bracket mounting base166 of the first bracket 108 can be secured to the fuel system 100 atthe first position 120, forward of the other positions 124, 125. Thisenables the rearward bracket assembly including the first bracket 108and the second bracket 112 to move forward out of a potentiallyinterfering position with other component on the frame rail 42. One cansee from the foregoing description that a number of permutation ispossible. In the illustrated embodiment, there are nine permutationsthat are possible for positioning the first bracket 108 and the thirdbracket 140. These positions can result in corresponding shifting of thesecond bracket 112 and the fourth bracket 152 as needed to provideconvenient connection, e.g., out of interference with other componentsconnected to the frame rail 42.

FIGS. 3A and 3B illustrate another embodiment of a frame rail connectionportion 106A that can be integrated into the fuel system frame 104. Theframe rail connection portion 106A can facilitate adjustment along acontinuous range of positions that are not predefined within the range.The frame rail connection portion 106A enables connection of the bracketmounting base 166 of the first bracket 108 or of the third bracket 140to the rearward frame rail connection portion 106A and to the frame railconnection portion 106A. In one embodiment, the frame rail connectionportion 106A includes a first slot 126 and a second slot 127. The firstslot 126 can be located generally above the second slot 127, e.g.,extending parallel to the second slot 127. Fasteners disposed throughthe mounting holes 109 of the bracket mounting base 166 of the firstbracket 108 can be located at any position along the first slot 126 andsecond slot 127.

The position of the first bracket 108 can be defined by initiallyloosely coupling the first bracket 108 to the frame rail connectionportion 106A at the first slot 126 and/or the second slot 127, e.g., bybolts or other fasteners. The position of the first bracket 108 can berefined by sliding the first bracket 108 along the frame rail connectionportion 106A to reach a user-defined position that is beneficial, e.g.,that avoids interference as needed. This allows positioning of a bracketassembly including the first bracket 108 to be selected during mountingto the vehicle 40 at any such position. In a fuel system frame 104 thatincludes forward and rearward frame rail connection portion 106A, thethird bracket 140 also can be coupled and positioned in this manner,allowing the end user to select the positions along the first slot 126and second slot 127 during mounting of the fuel system 100 to thevehicle 40.

B. Bracket Assemblies Providing Fastenerless Secure Connections

FIGS. 4-10 illustrate bracket assemblies that provide convenientconnection during fuel system-to-vehicle assembly. These bracketassemblies provide secure connections without requiring the bracketinterface to be further secured by bolts or other similar fasteners.Such fasteners can be provided prior to final shipment.

FIG. 4 shows that in one assembly a plurality of, e.g., two vehicle-sidebracket assembly portions can be coupled to the frame rail 42. Thesecond bracket 112 can be secured to the side 44 of the frame rail 42forward of the fourth bracket 152. The second bracket 112 can form aportion of a rearward bracket assembly with the first bracket 108. Thefourth bracket 152 can form a portion of a forward bracket assembly withthe third bracket 140. The brackets 112, 152 have similar constructionso the description of each one applies to the other. The second bracket112 includes a first portion 128 and a second portion 132. The secondportion 132 facilitates connection to the side 44 of the frame rail 42.For example, the second portion 132 can have an array of mounting holesthat can receives fasteners to be secured across the frame rail 42. Thefirst portion 128 can be a continuous member with, the second portion132 or can be part of an assembly therewith. The first portion 128 canallow the first bracket 108 to be lowered onto the second bracket 112.The first portion 128 can support the first bracket 108 so that the fuelsystem 100 coupled therewith is retained on the frame rail 42. A flangemember can be provided on the first bracket 108 can come to rest on topof the second portion 132 of the second bracket 112. A portion of thefirst bracket 108 can come to rest against a lower surface of the secondportion 132 of the second bracket 112. The fourth bracket 152 can have afirst portion 156 similar to the first portion 128 and a second portion160 similar to the second portion 132.

FIGS. 5-6 show details of the first bracket 108. The first bracket 108can be located rearward of the third bracket 140 on the vehicle side100V of the fuel system 100. The position of each of the brackets 108,140 can be selected by the user, e.g., based on the desire to avoidinterference with other components, as discussed above. In theillustrated embodiment, the first bracket 108 is in the first position120 of the rearward frame rail connection portion 106 and the thirdbracket 140 is in the second position 124 of the forward frame railconnection portion 106. The third bracket 140 can have the sameconstruction as the first bracket 108.

FIG. 6 shows the structure of the first bracket 108 in more detail. Thefirst bracket 108 includes a body including the central flange 164 andthe bracket mounting base 166. The bracket mounting base 166 can includea generally planar side configured to be secured against the frame railconnection portion 106. The central flange 164 can extend away from aside of the bracket mounting base 166 opposite the side configured tomate with the frame rail connection portion 106. The central flange 164can have opposite sides that face forward and rearward when the firstbracket 108 is mounted to the frame rail connection portion 106 and tothe frame rail 42. The first bracket 108 can include a mounting portionfor coupling the first bracket 108 to the second bracket 112. Themounting portion can include a bracket aperture 167 disposed along anaxis extending between the opposing sides of the central flange 164. Thebracket aperture 167 provides a point of connection between the firstbracket 108 and the second bracket 112 as discussed further below.

The first bracket 108 includes first and second support wings 168, 172.The support wings can have similar, e.g., mirror image, configurations.The first support wing 168 can include a mount portion 173 and avertical support 174. The mount portion 173 and vertical support 174form a flange configuration for resting on top of the second portion 132of the second bracket 112. The mount portion 173 is configured to extendalong a forward side of the central flange 164.

The mount portion 173 can be secured adjacent to the central flange 164through one or more resilient members, e.g., vibration dampers. Thevertical support 174 can extend rearward from an upper portion, e.g.,the top of, the mount portion 173. The vertical support 174 can beconfigured to rest on top of a portion of the second bracket 112 in apredefined position when the first bracket 108 and the second bracket112 are connected. The position can be defined at least in part by atransverse motion limit structure. In one embodiment, at least thevertical support 174 includes a configuration to resist bending. Forexample, the cross-section of the vertical support 174 can have a one ormore flanges that extend away from the loading surface, where forces areapplied between the vertical support 174 and the second bracket 112. Theflanges act in a manner similar to an I-beam to enhance the stiffness ofthe first support wing 168. The flanges can be seen as areas of greaterheight at the vehicle facing side and at the fuel system facing side ofthe first support wing 168.

The first support wing 168 also can include a rotational support 176.The rotational support 176 can include a projection configured to restagainst a lower portion, e.g., surface, of the second bracket 112. Therotational support 176 can help to enable the fuel system 100 to besupported on the frame rail 42 with the force of gravity being counteredat least in part through the rotational support 176. The weight isfurther supported through the first support wing 168 and the secondsupport wing 172. A clearance is provided between a top surface of therotational support 176 and a bottom surface of the vertical support 174to receive the first portion 128 of the second bracket 112. This isdescribed in greater detail below in connection with FIGS. 7-10.

The connection between the first support wing 168 and the second supportwing 172 and the central flange 164 can be through a resilient member,such as a damper or a vibration isolator. FIG. 6 shows that a firstresilient member 180 provided between the first support wing 168 and thecentral flange 164. The first resilient member 180 can be configured asa stepped cylinder having a smaller diameter section on a centralportion of the outside surface there. The first resilient member 180 canhave larger diameter section on ends thereof on both sides of thecentral portion. The larger diameter section of one end of the firstresilient member 180 can be disposed between opposing surfaces of thefirst support wing 168 and the central flange 164. The larger diametersection of another end of the first resilient member 180 can be disposedbetween opposing surfaces of the second support wing 172 and the centralflange 164. As shown, bolts can be disposed through the first resilientmember 180 and the second resilient member 182 to secure the firstsupport wing 168 to the central flange 164. The first resilient member180 and the second resilient member 182 are resilient, e.g.,compressible, such that loads applied during operation of the vehicle 40from the road are not directly transferred to the fuel system 100 butrather are absorbed to some extent and modulated in the first resilientmember 180 and the second resilient member 182. In one variation, thefirst resilient member 180 and the second resilient member 182 can becombined providing a single member with multiple aperture for securingthe wings to the central flange 164.

A third resilient member 184 provided in the bracket aperture 167modulates similar loads that could be applied through the point ofconnection at the bracket aperture 167 between the first bracket 108 andthe second bracket 112. In one modified embodiment, connection at thebracket aperture 167 can be provided without any vibration isolation ordamping, e.g. by directly bolting the first bracket 108 to the secondbracket 112 at this location. In a further modified embodiment, thefirst resilient member 180 and the second resilient member 182 can beeliminated. The connection points between the first and/or secondsupport wing 168, 172 can be rigid e.g., direct connection withoutintervening resilient members.

FIGS. 4, 9 and 10 illustrate aspects of the second bracket 112. In oneembodiment, the second bracket 112 and the fourth bracket 152 have thesame construction. So, description of either the second bracket 112 orof the fourth bracket 152 applies to the other these two brackets. Thesecond bracket 112 includes a first portion 128 and a second portion132, as discussed above. The first portion 128 can include a generallyplanar structure at least on a side configured to face the side 44 ofthe frame rail 42. The first portion 128 can have one or a plurality ofapertures for securing the second bracket 112 to the frame rail 42 usingfasteners. The second bracket 112 can have a vertical support 186 oneach of a forward and a rearward side of an internal space 188 disposedon a lateral side of the second bracket 112. The internal space 188 canbe disposed on a side opposite the side of the second bracket 112 thatfaces the side 44 of the frame rail 42 when the second bracket 112 iscoupled thereto.

The vertical supports 186 can be formed flanges of the second bracket112 located forward and rearward of the internal space 188. The internalspace 188 can be configured, e.g., sized and shaped, to receive thecentral flange 164 and the mount portion 173 of the first bracket 108.The vertical supports 186 can be configured to reside immediately belowand in contact with the first support wing 168 and the second supportwing 172 when the first bracket 108 is mated with the second bracket112. The vertical support 186 can have a geometry to enhance stiffness,e.g., with a support flange disposed beneath the vertical support 186 incontact with the second portion 132.

The second bracket 112 can include a transverse motion limiter 196configured to control the position of the first bracket 108 relative tothe second bracket 112 when these brackets are assembled together. Thetransverse motion limiter 196 can include one or more, e.g., two, ridges198 disposed along a top surface of the vertical support 186. The ridges198 can have a height of about 0.1 inch. In some embodiments, the ridges198 have a height of 0.2 inch, 0.3 inch, 0.4 inch, 0.5 inch, 0.6 inch,0.7 inch, or more than 0.7 inches. The ridges 198 can have a height thatis 5% of the thickness of the first support wing 168 or the secondsupport wing 172 in a vertical direction, e.g., of the transversestiffening structure of the support wing. The ridges 198 can have aheight that is 10% of the thickness of the first support wing 168 or thesecond support wing 172 in a vertical direction. The ridges 198 can havea height that is 25% of the thickness of the first support wing 168 orthe second support wing 172 in a vertical direction.

The support wings 168, 172 and the vertical supports 186 can allow thefuel system 100 to be mounted to the frame rail 42 during assemblywithout any additional fasteners. The support wings 168, 172 and thevertical supports 186 can have apertures for allowing bolts to morepermanently connect the second bracket 112 to the first bracket 108, asdiscussed further below. The second bracket 112 also can include abracket aperture 190 configured to be aligned with the bracket aperture167 when the brackets are assembled. The alignment of the bracketaperture 190 on the second bracket 112 and the bracket aperture 167 onthe first bracket 108 can be facilitated by a clearance gap 192 formedthrough the second bracket 112. The clearance gap 192 can allow aportion of the body of the first bracket 108 disposed about the bracketaperture 167 to overlap with the first portion 128 of the second bracket112.

FIGS. 7-10 illustrate methods of assembling the fuel system 100 to theframe rail 42. FIG. 7 shows that the fuel system 100 with the firstbracket 108 attached thereto at the frame rail connection portion 106can be placed adjacent to the second bracket 112, which is coupled tothe side 44 of the frame rail 42. The first bracket 108 and be placed ator slightly above the elevation of the second bracket 112. FIG. 8 showsthat the first bracket 108 can be moved into the internal space 188. Forexample, the portion of the central flange 164 away from the vehicleside 100V can be moved into the internal space 188. The mount portion173 of the first support wing 168 can be moved into the internal space188. The first bracket 108 and the fuel system 100 coupled thereto canbe moved down relative to the second bracket 112 from the position shownin FIG. 8 until a bottom side of the first support wing 168 (and of thewing 172) is disposed above, on top of or in contact with the verticalsupport 186. Specifically the vertical support 174 of the first supportwing 168 of the first bracket 108 can be placed on top of the verticalsupport 186 of the second bracket 112. A vertical support of the wing172 of the first bracket 108 can be placed on top of the verticalsupport 186 of the second bracket 112. FIG. 9 shows that when so placed,the rotational support 176 of the first bracket 108 can come intocontact with a lower surface of the second bracket 112. The lowersurface can be disposed on a transverse portion of the second bracket112 disposed between the vertical support 186 and facing or partlybounding the internal space 188. The rotational support 176 can limitrotation of the fuel system 100 relative to the frame rail 42, whichrotation can be a function of the outboard weight of the fuel system100.

FIG. 10 shows that the transverse position of the fuel system 100relative to the frame rail 42 can be at least partially controlled bythe transverse motion limiter 196, e.g., by ridges 198 located on top ofthe vertical support 186. The ridges 198 can be configured, e.g., sizedand positioned to abut an in-board face of the first bracket 108, e.g.,of an inboard portion of one or both of the support wings 168, 172. Saidanother way, as the fuel system 100 and the first bracket 108 movetoward the frame rail 42 the in-board side of one or both of the wings168, 172 will abut the ridges 198 and such abutment can be detected bythe assemble device or personnel positioning the fuel system 100. Thiswill confirm that the first bracket 108 and the second bracket 112 areat least temporarily connected. This position will also bring thebracket aperture 167 in line with the bracket aperture 190, as discussedabove.

These configurations allow the fuel system 100 to be at leasttemporarily secured to the frame rail 42 without any additionalconnecting devices, e.g., without any bolts passing through both of thebrackets 108, 112. FIGS. 9 and 10 shows that subsequently, e.g., beforesending the vehicle 40 out on the road at the end of assembly, bolts canbe passed through both brackets 108, 112 to provide a more secureconnection.

The manner of assembling the third bracket 140 to the fourth bracket 152can be the same as that discussed above in connection with the firstbracket 108 and second bracket 112. Additionally, the bracket assemblymethods can include selecting a position from a discrete number ofpositions or along a continuous range, for connection of the firstbracket 108 to the frame rail connection portion 106. The positionselected can be based on the presence of other components on the framerail 42, e.g., of a frame cross-member. The position of the firstbracket 108 can follow a preferred location of the second bracket 112 toavoid interference with such components. The position of the firstbracket 108 can follow a preferred location of the second bracket 112 toshare a mount location with another member. The position of the secondbracket 112 can follow a preferred location of the first bracket 108.

II. Neck Mounted Fuel Tank Assemblies for Side Mounted Fuel Systems

The fuel system 100 provides a number of advantages, some of whichrelate to the manner in which the fuel tank 102 thereof is supportedwithin the cover 105. The fuel tank 102 is supported in novel ways, e.g.at ends thereof and with arcuate supports that provide advantagespositioning relative to the frame rail 42. In some embodiments, the fuelsystem frame 104 is configured with low profile mounting configurations,to maintain mounting locations between ends of the cover 105 of the fuelsystem 100 to provide low profile mounting configurations. In someembodiments, the fuel system frame 104 has extended mounting locationconfigurations to position the mounting locations outside the areaopposite the fuel tank 102 to leave the frame rail 42 free fromconnections opposite the fuel tank 102.

A. Low Profile Mounting Configurations

FIG. 11 shows the fuel system 100 with the cover 105 removed. The fueltank 102 has a central cylindrical portion 204, a first neck portion208, and a second neck portion 212. The first neck portion 208 includesa first boss 220 located at the end of the fuel tank 102. The first boss220 is a sealed portion of the fuel tank 102 that can have fuel conduitcoupled therewith to enable filling fuel into and drawing fuel from thefuel tank 102. The first boss 220 is also sufficiently rigid to enablethe fuel tank 102 to be supported at that location as discussed furtherbelow. The fuel tank 102 can have a second boss 228 disposed at a secondend 232 of the fuel tank 102. The fuel tank 102 also can include apolymeric liner at least in the central cylindrical portion 204 thereof.The liner can be secured to a first dome assembly including the firstboss 220 and to a second dome assembly including the second boss 228.

In some embodiments the fuel tank 102 is supported only at the firstneck portion 208 and the second neck portion 212. In such embodiments,no straps are provided in the central cylindrical portion 204 nor is thefuel tank 102 supported in any other manner between the first end 224and the second end 232. In other embodiments, one or more supportingstraps also can be provided between the first end 224 and the second end232 to support the fuel tank 102.

FIGS. 11 and 12 show that the fuel system frame 104 that includes theframe rail connection portions 106 (forward and rearward) can alsoinclude tank end support portion 258 that are secured to the first end224 and the second end 232 of the fuel tank 102. The tank supportportions 258 extend across a diameter of and around forward and rearwardends of the fuel tank 102. The tank support portions 258 on forward andrearward ends are connected by a structural member 256 to provide aconcave frame structure into which the fuel tank 102 is received. Thefuel system frame 104 can further include a collision load member 300 ona lateral side to absorb at least some of the load of an impact. Thefuel system frame 104 can also include a lower frame assembly 254 forsupporting the cover 105 and/or for enhancing the strength of the fuelsystem frame 104. The lower frame assembly 254 can be disposed aroundand under a portion of the fuel tank 102 circumferentially between thepositions of the tank support portions 258. FIG. 11 shows that the fuelsystem frame 104 including the tank support portions 258, the lowerframe assembly 254 and the collision load member 300 can form anenclosure disposed about half of the circumference of the fuel tank 102such that the fuel tank 102 can be placed within the frame from theother half circumference. In one assembly technique, the second tanksupport portion 268 is separated from the first tank support portion 260of the tank support portion 258. The first tank support portion 260 andthe second tank support portion 268 can be separated on both ends of theframe assembly. The first boss 220 and the second boss 228 can be placedinto the concave ends of the first tank support portion 260. Thereafter,the second tank support portion 268 can be secured to the first tanksupport portion 260 to form the tank support portion 258 around thefirst boss 220 and the second boss 228. Fasteners, such as bolts canthen be advanced through apertures in the first tank support portion 260and the second tank support portion 268 provide a rigid connection inthe tank support portion 258. In some embodiments, the lower frameassembly 254 is assembled to the tank support portion 258 on each end ofthe frame assembly after the second tank support portion 268 is securedto the first tank support portion 260.

FIG. 12 shows more detail of the structure of the tank support portion258. The tank support portion 258 includes a first tank support portion260 and a second tank support portion 268. The first tank supportportion 260 can be disposed on a rearward side of the fuel system 100.The second tank support portion 268 can be located on the forward sideof the fuel system 100. The first and second tank support portions 260,268 can be similar, e.g., mirror images of each other. The first tanksupport portion 260 will be discussed in detail. The description of thefirst tank support portion 260 and the second tank support portion 268can be applied to each other.

The first tank support portion 260 can include a first tank bracket 276and a second tank bracket 280. The first tank bracket 276 can include afirst ribbed side 282 and a second ribbed side 284. The first ribbedside 282 can have a plurality of, e.g., two, three, or four, or morethan four ribs to enhance the strength of the first tank bracket 276.The ribs can enhance the stiffness of the brackets.

The second tank bracket 280 can include a first block 286 disposed at anend thereof configured to engage the fuel tank 102. The first block 286includes a first support surface 288 configured to engage the fuel tank102. The second tank bracket 280 also can include a second block 292.The second block 292 includes a second support surface 294 configured toengage the fuel tank 102. One or both of the first block 286 and thesecond block 292 can include a thicker portion of the first tank bracket276 and the second tank bracket 280, as shown in FIG. 11. The blocks286, 292 can have a thickness sufficient to secure fasteners therein andtherebetween. A space 296 defined between the first support surface 288and the second support surface 294 can be configured to receive thefirst boss 220 of the fuel tank 102. The first tank bracket 276 and thesecond tank bracket 280 can be separate components to be joined asappropriate, e.g., by one or more bolts through the first block 286 andthe second block 292.

FIGS. 11 and 12 show that the fuel system frame 104 can be configured tolocate the mounting points or locations inward of the ends of the fuelsystem 100. As discussed above, the first bracket 108 and the thirdbracket 140 are secured to the frame rail connection portions 106 awayfrom the first end 224 and the second end 232 of the fuel tank 102. Forexample, the first tank bracket 276 can be formed such that a firstportion thereof extends to the first block 286 and a second end iscoupled with or extends to the frame rail connection portion 106. Thefirst tank bracket 276 can comprise an L-shaped or curved constructionwith the first block 286 on one end and the frame rail connectionportion 106 on an end opposite the first block 286. The L-shape or curvecan have an inner angle or portion that includes the first ribbed side282. The L-shape or curve can have an inner portion that follows thecurvature of the fuel tank 102. The inner angle or portion can beoriented toward the mounting space for the tank.

FIGS. 11 and 12 show that this configuration allows the frame railconnection portion 106 to be located within the fuel system frame 104 ata longitudinal position of the fuel system 100 that is toward thecentral cylindrical portion 204 of the fuel tank 102, e.g., at or overthe cylindrical portion 204. For example the second bracket 112 and/orthe fourth bracket 152 can be aligned with, e.g., intersected by orcentered on a plane containing the ends of the central cylindricalportion 204 (e.g., the liner portion) of the fuel tank 102. In otherwords, a projection of the first end 224 and/or the second end 232 ofthe fuel tank 102 into the plane of the second portion 132 of the secondbracket 112 would show the second bracket 112 to be between theprojected ends. FIG. 2 shows that the second bracket 112 and the thirdbracket 140 can thus be spaced from the ends of the fuel system 100 withthe cover 105 in place.

The curved configuration of the first tank bracket 276 can allow thecover 105 to be shaped to create space for components on the frame rail42. As shown in FIG. 2 the shape of the first tank bracket 276 on theforward side of the fuel system 100 can enable the cover 105 to have anangled surface 103 creating space for the shackle 50 (or other lowprofile component mounted to the frame rail 42). By moving the mountpoints on the frame rail connection portion 106 away from the forwardand/or the rearward ends of the fuel system 100, a more compact mountingarrangement or footprint for the fuel system 100 can be provided on theframe rail 42. Also, the mount point locations on the frame railconnection portion 106 provide more options for supporting the fuelsystem 100 and other components on the frame rail 42. For instance, theshackle 50 can be mounted to the frame rail 42 opposite the angledsurface 103, e.g., rearward of the projection 49 (see FIG. 2).

B. Extended Mounting Location Configurations

While reducing the longitudinal extent of the footprint of the fuelsystem 100 between the second bracket 112 and the fourth bracket 152 canbe beneficial, in some embodiments it is desirable to avoid locatingmounting points between the ends of the fuel tank 102 or even betweenthe forward and rearward faces of the cover 105. FIGS. 11A and 11B showthat the fuel system frame 104 can have another frame mountingconfiguration in which the first tank bracket 276 on the forward and/orthe rearward ends of the fuel system 100 are re-oriented so that thefirst ribbed side 282 faces away from the space in which the fuel tank102 is mounted.

The first block 286 can be configured to mount to the second tankbracket 280 in at least two different orientations, e.g., as shown inFIG. 12 for a low profile frame rail mounting configuration or as inFIGS. 11A and 11B for a frame rail configuration avoiding a length A ofthe frame rail 42 opposite the fuel tank 102. Fastening apertures on thefirst block 286 of the first tank bracket 276 and on the second block292 of the second tank bracket 280 can align in a configuration wherethe internal angle of the first tank bracket 276 faces toward the fueltank 102 or where the internal angle of the first tank bracket 276 facesaway from the fuel tank 102. In a configuration for reversing the firsttank bracket 276, mount features for supporting the lower frame assembly254 can be provided on both of the short sides that extend between thefirst ribbed side 282 and the second ribbed side 284. The cover 105 canbe modified to enclose the reversed first tank bracket 276 on one orboth of the forward and rearward sides of the fuel system 100. Endportions of an overall enclosure of the fuel system 100 that includesthe cover 105 can be modified to have an opening through which the firsttank bracket 276 can extend to position the frame rail connectionportion 106 at an exposed location for mounting to the frame rail 42.For example, the cover 105 can be disposed circumferentially around thefuel tank 102. Sheet or plate members can be coupled with the ends ofthe circumferential cover 105. The sheet or plate members can cover thenends, e.g., the end shown in FIG. 13 to form an overall enclosure. Whenso extended the forward frame rail connection portion 106 is locatedforward of the second end 232 of the fuel tank 102 and the rearwardframe rail connection portion 106 is located rearward of the first end224 of the fuel tank 102.

The configuration of the fuel system frame 104 illustrated in FIGS. 11Aand 11B provides an arrangement whereby a length of the frame rail 42between the ends of the fuel system 100 and even between the first end224 and the second end 232 of the fuel tank 102 is free of connectionlocations for the fuel system 100. The fuel system 100 is disposed at orover this portion of the frame rail 42. The frame rail 42 at theconnection free length can be used for mounting other components betweenthe fuel system 100 and the rail or on an in-board side of the framerail 42 (opposite the side 44). For example, internal trusses of thechassis of which the frame rail 42 is a part can be located along thislength without concern for interference between such trusses and thebrackets coupled to the forward and rearward frame rail connectionportions 106.

III. Access Step Support Configurations

In some cases it is desired to include a larger fuel tank 102, e.g., atank of more than 24 inches in diameter, e.g., 25 inches, 26 inches, or27 inches in diameter. This desire for larger size of the fuel tank 102conflicts with a limitation on the lateral extent of the fuel system 100when applied to the vehicle 40. With reference to FIG. 13, it is desiredto maximize dimension B (tank diameter) while not increasing dimension C(distance from frame rail mount location to outward most extent of thefuel system 100). Another constraint is that if more than one step isprovided, an upper step should be in-board of an upper step boundary302. The upper step boundary 302 provide enough clearance for a user tocomfortably lift his or her foot from a lower step 324 to a step member312 of a step support assembly 308. In some embodiments, the fuel system100 includes enhanced access step configurations that enable the fuelsystem 100 to be meet these conflicting requirements.

FIGS. 2 and 13 shows that a step support assembly 308 can have anexternal portion disposed outside the cover 105 to be accessible to theuser for accessing the cab of the vehicle 40. The external portion ofthe step support assembly 308 can include a step member 312 that isformed to provide a low profile on a lateral side of the fuel system 100and in some embodiments a second (e.g., a lower) step portion 324. Thestep member 312 can be supported directly on an outside surface 320 thefuel tank 102 by a compressible member 316, discussed further below. Thedirect support on the outside surface 320 of the fuel tank 102 helps tomaintain a compact configuration in the width direction, e.g., tomaintain as small a dimension C as possible (see FIG. 13).

Unlike many conventional steps, in some embodiments the step member 312is not rectangular in cross-section. FIG. 13A shows one profile of thestep member 312 in which an upper surface 328 that is exposed and ontowhich the user can step. The upper surface 328 of the step member 312can be generally horizontal to provide a flat surface for stepping. Afirst lateral edge 332 of the step member 312 can be disposed adjacentto the outside surface 320 of the fuel tank 102. In one embodiment, thestep member 312 can be formed from a sheet. An edge of the sheet can befolded to form the first lateral edge 332. In particular, the edge ofthe sheet can be folded at least partially under the upper surface 328.The folded under portion can be formed to generally follow the curvatureof the tank. In one example, the folded under portion can have aninternal angle of less than 90 degrees or an external angle of greaterthan 270 degrees. The folded over portion can provide a length overwhich apertures for coupling to the compressible member 316 can beprovided, as discussed further below. The step member 312 can have asecond lateral edge 336 disposed opposite the first lateral edge 332.The second lateral edge 336 can comprise the lateral most extent of thestep member 312. The second lateral edge 336 can be located inward ofthe upper step boundary 302.

The step member 312 can include a lower surface 340 that extends from alower portion of the second lateral edge 336 toward the tank whenassembled to the tank, as shown in FIG. 13A. The lower surface 340 canbe disposed at an angle to the second lateral edge 336, e.g., at aninternal angle that is greater than 90 degrees, or at an external anglethat is greater than 180 degrees. As shown in FIG. 13A, the lowersurface 340 preferably extends at a non-horizontal angle toward theoutside surface 320 of the fuel tank 102. The internal angle between thelower surface 340 and the second lateral edge 336 is preferably about120 degrees.

As discussed above, the step member 312 can be formed from a sheet. Inone embodiment, an edge of the sheet can be folded over to define thelower extent of the lower surface 340. The folded over portion caninclude one or a plurality of apertures to facilitate securing thecompressible member 316 and a portion of the cover 105 between the stepmember 312 and the fuel tank 102. In one embodiment a folded overportion of the step member 312 extends away from the lower surface 340.The folded over portion can extend generally in a direction along thefuel tank 102. The folded over portion can be curved to follow thecurvature of the fuel tank 102 or can be generally straight but disposedalong a direction generally tangential to the outside surface 320 of thefuel tank 102. The folded over portion can extend at an internal angleto the lower surface 340 of about 90 degrees. Other angles are possible.In some embodiment, the folded over ends of the step member 312 aresufficiently flexible to allow the ends to conform to the tank shapewhen the step member 312 is attached to the fuel system 100.

The non-rectangular shape of the step member 312 as formed and whenapplied to the outside surface 320 of the fuel tank 102 enable the fuelsystem 100 to maximize the length of the upper surface 328 whileremaining in-board of the upper step boundary 302. FIGS. 13 and 13Aillustrate one example of a non-rectangular step configuration that helpmaximize the size of the tank (dimension B—see FIG. 13) while not overlyextending the width dimension of the fuel system 100 (dimension C—seeFIG. 13).

The step support assembly 308 also enhances compactness and step size byproviding a more direct connection between the step member 312 and thefuel tank 102. In one embodiment, folded over end portions of the stepmember 312 are mounted to the outside surface 320 through interveningcompressible members 316. The compressible member 316 are placed on anupper half of the fuel tank 102 such that a stepping force is opposed bythe outside surface 320 of the fuel tank 102. In particular, the loadwill be applied through the compressible members to the outside surface320. In one embodiment, the step member 312 is supported by one or aplurality of compressible member 316, e.g., by two, four, six or eightcompressible member 316. The compressible member 316 can be formed of apolymeric material, such as one or more of a neoprene, a rubbermaterial, nitrile rubber, natural rubber, and EPDM. The compressiblemember 316 can be generally circular in shape and can have a diameter ofabout one-half inch to two inches. In other specific examples, thecompressible member 316 has a diameter of about one inch, about twoinches, about three inches, or about four inches. FIG. 13 shows that thecover 105 can be disposed between the step member 312 and an outsidesurface of the compressible member 316.

The lower step 324 can be coupled with the collision load member 300. Inone embodiment, the cover 105 is disposed between the lower step 324 andthe collision load member 300. The lower step 324 can be intersected bythe upper step boundary 302 such that a lower foot can rest on the lowerstep 324 and an upper foot of a user can be lifted up and over thesecond lateral edge 336 of the step support assembly 308 and comecomfortably to rest across the upper step boundary 302 and onto theupper surface 328 of the step member 312.

In some embodiments the first bracket 108 can have a number ofconnection points to more permanently connect the first bracket 108 tothe second bracket 112. For example, a plurality of, e.g., two,apertures can be formed through upper segments of the first support wing168 and the second support wing 172 to secure the first bracket 108 tothe second bracket 112.

IV. Access Door Configurations

In some cases it is desired to include an access door 400 on one or moreends of the fuel system 100. The access door 400 can be configured tomove between a closed position and one or more open positions. Movingthe access door 400 to an open position can uncover an opening 420 on anend of the fuel system 100 and provide access to certain componentswithin the fuel system 100. In some cases, the opening 420 is verticallyelongated to provided access along a majority, e.g., along 75 percent,of the height of the side of the cover 105. The access door 400 can havea shape matching that of the opening 420.

In some embodiments, the access door 400 can be coupled to the cover 105of the fuel system 100. For example, as shown in FIGS. 14, 14A, and 14B,the access door 400 can be rotatably coupled to an end portion of thecover 105 by a pivot 402. In some embodiments, the pivot 402 isconfigured to provide some amount of resistance to rotation of theaccess door 400 (e.g., friction), thereby preventing the access door 400from freely rotating about the pivot 402 under its own weight andallowing the access door 400 to remain fixed in any position. Theresistance provided by the pivot 402 can be easily overcome by applyingadditional force to the access door 400, such as by manually moving theaccess door 400 about the pivot 402.

In some embodiments, the axis of rotation of the access door 400 extendsthrough the pivot 402, perpendicular to the outer surface of the endportion of the cover 105, allowing the access door 400 to be rotatedbetween open and closed positions (e.g., rotated clockwise and/orcounterclockwise) while keeping an inner surface of the access door 400parallel to the outer surface of the end portion of the cover 105. Thisconfiguration can advantageously allow the access door 400 to be openedand closed even when space is limited between components of the fuelsystem 100 (e.g., when an outwardly swinging door would not be usable).For example, in some embodiments, the access door 400 can be opened andclosed when the fuel system 100 is side-mounted and there is 4 inches orless clearance between the fuel system 100 and another component mountedto the frame rail 42 adjacent to the system 100. The access door 400 canbe shaped such that the access door 400 does not interfere with portionsof the fuel system frame 104 and brackets.

In some embodiments, the access door 400 can be secured in a closedposition using a fastener 410. In some embodiments, the fastener 410 cancomprise a bolt, rod, knob, lever, and/or button. For example, in someembodiments, the fastener 410 comprises a knob threaded on a rod. Insome embodiments, the fastener 410 is fixed in a particular location onthe fuel system 100 (e.g., does not change position when the access door400 changes position). For example, the fastener 410 can be coupled tothe outer surface of the cover 105.

In some embodiments, a portion of the access door 400, such as a flange404, can be configured to be positioned between a lower surface of thefastener 410 and the outer surface of the cover 105 when the access door400 is in the closed position. In some embodiments, the fastener 410 isconfigured to be tightened against a portion of the access door 400 toprevent rotation of the access door 400 about the pivot 402. The flange404 can comprise a hook portion that can be disposed around a shaft ofthe fastener 410 to at least temporarily fix the closed position of theaccess door 400. For example, the fastener 410 can be configured to berotated or otherwise adjusted to secure (e.g., compress) a portion ofthe access door 400, such as the flange 404, tightly against the outersurface of the cover 105, thereby securing the access door 400 inposition relative to the rest of the fuel system 100. In someembodiments, rotation of the fastener 410 in a first direction (e.g.,clockwise) tightens the fastener 410 against a portion of the accessdoor 400 and rotation of the fastener 410 in a second direction (e.g.,counterclockwise), opposite the first direction, releases the accessdoor 400 from its closed position, allowing the access door 400 to berotated about the pivot 402.

In some embodiments, it is desired to include a holder 412 configured tohold the access door 400 in one or more positions, such as in an openposition. For example, as shown in FIG. 14, the holder 412 can becoupled to the cover 105 and configured to prevent the access door 400from rotating beyond a particular location when the access door 400 isin an open position (e.g., by abutting an edge of the access door 400).This can prevent the access door 400 from blocking or covering a portionof the opening 420 when the access door 400 is in an open position. Theholder 412 can be a protrusion, rod, screw, and/or clamp.

In some embodiments, the access door 400 can provide access, through theopening 420, to three or more components within the fuel system 100.This configuration can make it easier, faster, and/or morecost-efficient to service components of the fuel system 100. Forexample, in some embodiments, as illustrated in FIGS. 14 and 14A, theaccess door 400 can provide access to a filter 422, a cylinder valveassembly 424, a bleed valve 426, a defuel assembly 430 comprising adefuel valve 432 and a defuel nozzle 434, an electronic control unit(ECU) 428, and/or fuel assembly plumbing.

In some embodiments, the access door 400 can provide access, through theopening 420, to components of the fuel system 100 that are mounted onmore than one modular plate. The opening 420 can provide access tocomponents of more than one subassembly. For example, the access door400 can provide access to components of the fuel system 100 that aremounted on a first plate 440A, a second plate 440B, and/or a third plate440C. In some embodiments, the defuel assembly 430 and the filter 422are mounted on different plates 440A, 440C. In some embodiments, thedefuel assembly 430 and the ECU 428 are mounted on the same plate 440A.In some embodiments, the filter 422 and the cylinder valve assembly 424are mounted on the same plate 440C.

The various embodiments of mounting assemblies and/or fuel systemsdescribed above in Sections I-IV, with reference to FIGS. 1-14B, maycomprise various embodiments of gas cylinder assemblies, including, forexample, the various embodiments of gas cylinder assemblies discussedbelow in Section V, with reference to FIGS. 15-32. For example, any ofthe fuel tanks (or portions thereof) visible in FIGS. 9, 10, 11, 11A,11B, 13, and 13A may comprise any of the gas cylinder assembliesdiscussed below in Section V, with reference to FIGS. 15-32 (and/or maybe manufactured using any of the manufacturing techniques discussedbelow in Section V, with reference to FIGS. 15-32).

V. Gas Cylinder Assemblies

This application discloses novel gas cylinder assemblies and methods ofproducing gas cylinder assemblies. As used herein “cylinder” is a termthat includes storage tanks, pressure vessels and other containers thatcan be used to store a gas and is not necessarily limited to a specificshape such as a right cylinder and/or having a constant or unvaryingcircular shape in cross-section. FIG. 15 show a fuel system 1090 thatincludes a gas cylinder assembly 1100 installed on a vehicle 1010according to an embodiment. The gas cylinder assembly 1100 is in fluidcommunication with and supplies fuel to an engine or any other powergeneration system of the vehicle 1010. In various embodiments, thevehicle 1010 may be a car, a wagon, a van, a bus, a high-occupancyvehicle, a truck, a tractor trailer truck, a heavy duty vehicle such asa garbage truck or any other vehicle. In various embodiments, a gascylinder assembly 1100 is configured for use in a ship, an airplane anda mobile or stationary fuel station. The illustrated fuel system 1090 isa side-mounted system in which one gas cylinder (fuel tank) is disposedin a housing. The gas cylinder assemblies 1100 disclosed herein can usedin fuel systems with more than one gas cylinder assembly which can beconfigured for placement behind the cab of the vehicle, on a rooftopand/or mounted to a tailgate of a vehicle.

Structure of Gas Cylinder Assemblies

FIGS. 16 and 17 show that the gas cylinder assembly 1100 comprises acentral portion 1200 and two end portions 1210, 1220. The centralportion 1200 can be of a cylindrical tubular shape. In otherembodiments, the central portion is of a shape other than a cylinder. Insome embodiments, each of the two end portions 1210, 1220 includes adome structure 1232, 1233 as shown in FIG. 16. In certain embodiments,the two end portions are symmetrical to each other. The dome structure1232, 1233 can be generally hemispherical at least at the end portionsthereof. In certain embodiments, two end portions 1210, 1200 havedifferent shapes such that the gas cylinder assembly 1100 is of anasymmetrical shape.

In some embodiments, the gas cylinder assembly 1100 comprises at leastone neck 1142, 1143 (e.g., a longitudinal projection of a boss) thatprovides an inlet and/or an outlet of an internal volume of the gascylinder assembly 1100. In some embodiments, the gas cylinder assembly1100 comprises necks 1142, 1143 formed at both of the end portions 1210,1220. In certain embodiments, a neck can be formed only one of the twoend portions 1210, 1200. In some embodiments, the neck 1142, 1143 can bepart of a metallic structure, sometimes referred to as a boss, that isformed through a first end portion 1124 of an internal pressureenclosure 1120, which is sometimes referred to as an inner linerassembly or simply a liner of the gas cylinder assembly 1100. Theinternally pressure enclosure 1120 is discussed below in connection withFIGS. 20-21.

Although the neck 1142, 1143 can be made of a metallic structure, theneck 1142, 1143 can be made of one or more other materials. In certainembodiments, the neck 1142, 1143 is formed using one or more materialsnot used for the internal pressure enclosure 1120. In certainembodiments, the neck 1142 is made of the same material as the internalpressure enclosure 1120.

FIGS. 17 and 18 shows that the gas cylinder assembly 1100 can includemultiple layers that are provided for distinct functions. As noted aboveand discussed more fully below the internal pressure enclosure 1120,which itself can be an assembly, primarily provides an internal space1300 (enclosed cavity) for containing fuel. A reinforcement structure1110 (e.g., an outer shell) is disposed over the internal pressureenclosure 1120 to provide additional strength to the gas cylinderassembly 1100. The strength provided by the reinforcement structure 1110supports the gas cylinder assembly 1100 when the tank assembly ispressurized (as indicated by the arrows in FIG. 18). FIG. 18 shows thatthe central portion 1200 of the tank gas cylinder assembly 1100 can havea further layered structure.

In the region shown in FIG. 18, a central body 1126 of the internalpressure enclosure 1120 is the innermost layer of the layered structure.The inner surface 1129 of the central body 1126 defines at least aportion of the internal space 1300 of the gas cylinder assembly 1100.

In some embodiments, the central body 1126 and dome end portions (domestructures) 1162, 1163 of the internal pressure enclosure 1120 areconstructed using one or more polymeric materials. The one or morepolymeric materials can be selected, in certain embodiments, from nylon,high density polyethylene (HDPE), polyvinyl chloride (PVC), ethylenepropylene diene terpolymer (EDPM), polyethylene terephthalate (PET) andpolyketone (POK). Processes to build the internal pressure enclosure(inner liner) 1120 will be discussed below in connection with FIGS.20-21.

In some embodiments, in the region shown in FIG. 18, the central body1126 of the internal pressure enclosure 1120 has a thickness of 0.01,0.02, 0.03, 0.05, 0.08, 0.09, 0.1, 0.12, 0.13, 0.15, 0.18, 0.19, 0.2,0.21, 0.23, 0.25, 0.28, 0.29, 0.30 inches. In embodiments, the centralbody 1126 has a thickness in a range formed by any two numbers selectedfrom those listed in the proceeding sentence such that the central body1126 is stiff enough for further processing (e.g. to support acompression load applied in winding of a carbon fiber material over thebody 1126). In other embodiments, the central body 1126 has a thicknessgreater than 0.30 inches. In other embodiments, the central body 1126has a thickness less than 0.01 inches. In some embodiment, the centralbody 1126 has a thickness of about 0.10 inches or greater when it ismade of nylon. In some embodiment, the central body 1126 has a thicknessof about 0.18 inches or greater when it is made of HDPE.

Over the central body 1126 of the internal pressure enclosure 1120, apermeation barrier layer 1134 is disposed to lower permeation of fuelfrom the internal space 1300 through the central portion 1200 of the gascylinder assembly 1100. In embodiments, as discussed further below, aportion of the gas cylinder assembly 1100 other than the central portion1200 also can have the same or similar layered structure. For example,the end portions 1210, 1220 can have, at least in part, a similarlayered structure.

FIGS. 17 and 18 show that in some embodiments the permeation barrierlayer 1134 is interposed between the internal pressure enclosure 1120and the reinforcing structure 1110. The permeation barrier layer 1134can be immediately adjacent to and contacting the central body 1126 ofthe internal pressure enclosure 1120 (e.g., the outer surface 1127thereof). In other embodiments, one or more additional layers can beinterposed between the permeation barrier layer 1134 and the centralbody 1126, as discussed further below. In certain embodiments, thepermeation barrier layer can be disposed at or on the inner surface 1129of the central body 1126.

In certain embodiments, the permeation barrier layer 1134 is immediatelyadjacent to and contacting the outer reinforcement structure 1110. Thepermeation barrier layer 1134 can be immediately adjacent to andcontacting both the outer surface 1127 of the central body 1126 and aninner surface of the outer reinforcement structure 1110. In otherembodiments, one or more additional layers can be interposed between thepermeation barrier layer 1134 and the outer reinforcement structure1110.

In some embodiments, the permeation barrier layer 1134 comprise one ormore low-permeability barrier materials. The one or more low-permeationbarrier materials can be selected, in certain embodiments, from a metal(e.g. aluminum, tungsten, stainless steel), a metal alloy, a metalliccompound (e.g. aluminum oxide, titanium), polyvinylidene chloride(PVDC), ethylene vinyl alcohol (EVOH), polyamide, and polyethyleneterephthalate (PET). In certain embodiments, the foil may be of anymetal that can be configured to provide a homogeneous continuous layerof metal that is impermeable to gas. More preferred materials will alsobe light weight and low cost. Aluminum foil is one preferred example.Processes to place the permeation barrier layer 1134 over the internalpressure enclosure 1120 will be discussed below in connection with FIGS.22-32.

In some embodiments, in the region shown in FIG. 18, the permeationbarrier layer 1134 has a thickness of 0.0001, 0.0002, 0.0003, 0.0004,0.0005, 0.0006, 0.0007, 0.0008, 0.0009, 0.001, 0.002, 0.003, 0.005,0.009, 0.01, 0.02, 0.05, 0.09, 0.1 inches. In some embodiments, thepermeation barrier layer 1134 has a thickness in a range formed by anytwo numbers selected from those listed in the proceeding sentence. Inother embodiments, the permeation barrier layer 1134 has a thicknessgreater than 0.1 inches. In other embodiments, the permeation barrierlayer 1134 has a thickness less than 0.0001 inches.

In some embodiments, in the region shown in FIG. 18, the permeationbarrier layer 1134 comprise a metal foil layer that has a thickness of0.0001, 0.0002, 0.0003, 0.0004, 0.0005, 0.0006, 0.0007, 0.0008, 0.0009,0.001, 0.002, 0.003, 0.005, 0.009, 0.01, 0.02, 0.05, 0.09, 0.1 inches.In some embodiments, the permeation barrier layer 1134 has a thicknessin a range formed by any two numbers selected from those listed in theproceeding sentence. In other embodiments, the permeation barrier layer1134 has a thickness greater than 0.1 inches. In other embodiments, thepermeation barrier layer 1134 has a thickness less than 0.0001 inches.The permeation barrier layer 1134 can be configured to allow for drapingover a structure disposed inward thereof. The permeation barrier layercan be a metal foil that is drapable. The permeation barrier layer 1134can be draped over and directly onto the central body 1126. Ifconfigured as a metal foil, the barrier layer 1134 can be draped suchthat a metal surface is directly on the central body 1126 or is directlyon a structure disposed between the draped foil and the central body. Asused herein a drapable layer is a sheet layer that readily conforms tothe surface to which the layer is applied.

In some embodiments, a metal foil layer, during its manufacturing orhandling process, may be susceptible to minute pinholes when it isthinner than 0.001 inches. Pinholes of the metal foil layer may increasepermeability of fuel gas. Accordingly, in some embodiments, anadditional coating can be applied to plug pinholes of the metal foil inproviding the permeation barrier layer 1134.

In some embodiments, in the region shown in FIG. 18, the reinforcementstructure 1110 has a thickness of 0.05, 0.1, 0.2, 0.3, 0.4, 0.5, 0.6,0.7, 0.8, 0.9, 1, 1.2, 1.5 or 2.0 inches. In some embodiments, thereinforcement structure 1110 has a thickness in a range formed by anytwo numbers selected from those listed in the proceeding sentence. Inother embodiments, the reinforcement structure 1110 has a thicknessgreater than 2.0 inches. In other embodiments, the reinforcementstructure 1110 has a thickness less than 0.05 inches.

In some embodiments, in the region shown in FIG. 18, the permeationbarrier 1134 layer has a thickness that is substantially thinner thanthat of the central body 1126. When the permeation barrier layer 1134comprises a metal layer and has a density greater than that of thecentral body 1126, having a thinner permeation barrier can beadvantageous to reduce the total weight of the gas cylinder assembly. Insome embodiments, the permeation barrier 1134 has a thickness of 0.1, 1,2, 3, 4, 5, 6, 7, 8, 9, 10, 12, 14, 16, 18, 20, 22, 24, 26, 28 or 30% ofthat of the central body 1126. In some embodiments, the permeationbarrier layer 1134 has a thickness, expressed as a percent of thethickness of the central body 1126, in a range formed by any two numbersselected from those listed in the proceeding sentence. In otherembodiments, the permeation barrier layer 1134 has a thickness over 30%of that of the central body 1126. In other embodiments, the permeationbarrier layer 1134 has a thickness less than 0.1% of that of the centralbody 1126.

In some embodiments, because the permeation barrier layer 1134 does notbring a significant increase in the total weight of the gas cylinderassembly 1100, the gas cylinder assembly 1100 has a better (lower)permeability than a Type 4 CNG tank while maintaining a weight per unitcontaining volume comparable to that of a Type 4 CNG tank (e.g. 0.3 to0.45 kg/L).

In some embodiments, the gas cylinder assembly 1100 has a weight perunit containing volume of 0.1, 0.2, 0.25, 0.3, 0.35, 0.4 or 0.45 kg/L.In some embodiments, the gas cylinder assembly 1100 has a weight perunit containing volume in a range formed by any two numbers selectedfrom those listed in the proceeding sentence. In some embodiments, thegas cylinder assembly 1100 has a weight per unit containing volume lessthan 0.1 kg/L. In other embodiments, the gas cylinder assembly 1100 hasa weight per unit containing volume greater than 0.45 kg/L.

In some embodiments, the reinforcement structure 1110 is constructedusing a composite material. In certain embodiments, the reinforcementstructure 1110 comprises a layer of a fiber-reinforced compositematerial (e.g. carbon-fiber reinforced polymer resin) In certainembodiments, a material other than composite materials discussed abovecan be used to form the reinforcement structure 1110.

FIG. 19 shows that the end portion 1210 of the tank gas cylinderassembly 1100 can have a layered structure. A first end portion 1124 ofthe internal pressure enclosure 1120 is provided in the end portion 1210of the gas cylinder assembly 1100. The first end portion 1124 of theinternal pressure enclosure 1120 includes an assembly of a first domeend portion (dome structure) 1162 and a first boss 1144 that comprises aneck portion 1142. The first dome end portion 1162 and the first boss1144 in combination provide the innermost part of the end portion 1210and define at least a portion of the internal space 1300 of the tank gascylinder assembly 1100.

FIGS. 16-19 show that in embodiments, the permeation barrier layer 1134is disposed over the entirety of the first dome end portion 1162 withinthe first end portion 1210 up to but not including over the boss 1144.In some embodiments, the permeation barrier 1134 extends over theboundary between the inner liner 1124 and the boss 1144 and can extendover the boss 1144 as well. In certain embodiments, the permeationbarrier 1134 does not extend over the boundary 1150 between the innerliner 1124 and the boss 1144. In other embodiments, the permeationbarrier 1134 extend over the boundary 1150 to cover at least a portionof the boss 1144.

Methods of Producing Gas Cylinder Assemblies

In some embodiments, a method of producing the gas cylinder assembly1100 includes: (1) forming the internal pressure enclosure 1120 of FIG.20, (2) forming the permeation barrier layer 1134 over at least aportion of the internal pressure enclosure 1120 or on at least a portionof an inside surface thereof to form an intermediate assembly 1130 ofFIG. 22, and (3) subsequently forming the reinforcement structure 1110over the permeation barrier layer 1134.

In some embodiments, the central body 1126 of the internal pressureenclosure 1120 can be produced by forming a cylindrical tube, e.g., byrolling a polymer sheet into a cylindrical tubular body. In otherembodiments, the central body 1126 can be produced using other processesincluding injection molding and extrusion.

In some embodiments, the first end portion 1124 of the internal pressureenclosure 1120 can be prepared by (a) forming a first dome shaped member1162 of a polymer material using an injection molding process, (b)forming a central hole through the first dome shaped member to form thefirst dome end portion 1162, and (c) coupling a boss 1144 to the firstdome end portion 1162 through the central hole. The second dome shapedmember 1163 and the second end portion 1125 can be prepared using thesame or similar layered processes.

In certain embodiments, forming the first dome shaped member and formingthe central hole can be done at the same time in a single process ofinjection molding. In some embodiments, a process other than injectionmolding can be used to build the first dome shaped member 1162. In someembodiments, the first dome shaped member 1162 is a hemispherical memberhaving a central opening therethrough.

After the central body 1126 and the end portions 1124, 1125 areproduced, to form the internal pressure enclosure 1120, a first end 1181of the central body 1126 is coupled with the first end portion 1124 anda second end 1183 of the central body 1126 is coupled with the first endportion 1125. In certain embodiments, a welding process can be used tocouple the central body 1126 and the end portions 1124, 1125 and canleave a weld line 1128 along the boundary between the central body 1126and the two end portions 1124, 1125 as shown in FIGS. 20 and 21. In someembodiments, the central body 1126 and the end portions 1124, 1125 arefixed to each other using an adhesive material.

In some embodiments, after the internal pressure enclosure 1120 isprepared, a permeation barrier layer 1134 is formed over the internalpressure enclosure 1120 to obtain an intermediate assembly 1130. Inembodiments of FIGS. 22 and 23, the permeation barrier layer 1134 coversthe central body 1126 and at least a portion of the end portions 1124,1125. For example, the permeation barrier layer 1134 covers the entiretyof the central body 1126 and further coves the dome end portion 1162 upto and/or including the boss 1144.

In some embodiments, the permeation barrier layer 1144 is provided byapplying one or more strips of a barrier material on an outer surface ofthe internal pressure enclosure 1120. In other embodiments, a barriermaterial is painted or sprayed over an outer surface of the internalpressure enclosure 1120 (metallizing process). In some embodiments, abarrier material is deposited using a vapor deposition process. Incertain embodiments, wrapping a metal foil over the internal pressureenclosure 1120 is preferred over a metallizing process. Without beinglimited to any particular theory it is believed that a continuousexpanse of metal in the metal foil may provide a better (lower)permeability than a coating of a thickness or volume formed by themetallizing process. In certain embodiments, a process other than thosediscussed above can be used to form a permeation barrier layer. Variousprocesses to form a permeation barrier layer will be describe below inmore detail.

FIG. 24 shows that in one embodiment one or more strips (e.g., tapes,ribbons) of barrier material 1134-1 are wound over the internal pressureenclosure 1120 and along a circumferential direction of the internalpressure enclosure 1120 to form a permeation barrier layer of anintermediate assembly 1130-1. The strips can be applied generallytransverse to the longitudinal direction of the enclosure 1120. In someembodiments, two neighboring windings of the barrier material strip(s)1134-1 overlap each other such that a portion of the permeation barrierlayer 1134-1 is thicker than another portion. In embodiments, windingsof the barrier material strip(s) 1134-1 cover, e.g., go over, the weldline 1128 along a longitudinal direction of the intermediate assembly to1130-1 such that the barrier material strip 1134-1 is disposed over theweld line 1128. The barrier material strip(s) 1134-1 can also go overthe dome end portion 1162 of the internal pressure enclosure 1120. Incertain embodiments, windings of the barrier material strip(s) 1134-1remain between the weld lines 1128 such that the dome end portion 1162is not covered by the barrier material strip(s) 1134-1.

FIG. 25 shows that in some embodiments a permeation barrier layer 1134-2interposed between the enclosure 1120 and the structure 1110 comprises amulti-layer member or members. In some embodiments, the permeationbarrier layer 1134-2 comprises a metal foil 1182, a first polymer layer1181 and a second polymer layer 1183. The permeation barrier layer1134-2 can also include an adhesive layer 1184 in some variations. Insome embodiments, the permeation barrier layer 1134-2 does not have atleast one of the first polymer layer 1181 and the second polymer layer1183. In some embodiments, the permeation barrier layer 1134-2 does nothave the adhesive layer 1184. In certain embodiments, the permeationbarrier layer 1134-2 excludes the metal foil 1182 and includes at leastone of the polymer layers 1181, 1183. In certain embodiments, a metalfoil 1182 with no additional layer can be directly wrapped over an outersurface 1126 of the internal pressure enclosure 1120 to form apermeation barrier. The reinforcement structure 1110 can be applieddirectly on the permeation barrier layer 1134-2, e.g., directly on oneof the polymer or adhesive layers or directly on the metal foil layer.The reinforcement structure 1110 can be applied directly on the metalfoil 1182 of variations of the permeation barrier layer 1134-2, e.g., onvariations in which the first polymer layer 1181 is not present. In somevariations, direct contact is provided between the metal foil 1182 andthe reinforcement structure 1110. In some variations, direct contact isprovided between the metal foil 1182 and the internal pressure enclosure1120. In some variations direct contact is provided between the internalpressure enclosure 1120 the metal foil 1182 and/or between thereinforcement structure 1110 and the metal foil 1182. In someembodiments, the first polymer layer 1181 is a polymer layer comprisingethylene vinyl alcohol (EVOH). In some embodiments, the second firstpolymer layer 1183 is a polymer layer comprising ethylene vinyl alcohol(EVOH). In certain embodiments, a permeation barrier layer does notcomprises a metal foil layer, but comprise a layer of low-permeabilityethylene vinyl alcohol (EVOH).

In embodiments of FIGS. 26 and 27, one or more strips (e.g., tapes,ribbons) of barrier material 1134-3 are disposed over the internalpressure enclosure 1120 along a longitudinal direction of the internalpressure enclosure 1120 to form a permeation barrier layer 1134-4thereby to form an intermediate assembly 1130-2. In some embodiments, inthe permeation barrier layer 1134-4, a strip of barrier material 1134-3overlaps, at least in part, another strip of barrier material as shownin FIG. 27. In some embodiments, due to overlapping of two neighboringstrips, the permeation barrier layer 1134-4 has a portion that isthicker than another portion.

In embodiments of FIGS. 28 to 30, one or more metal films are wrappedover the central body 1126 to form the permeation barrier layer 1134-5and thereby to form an intermediate assembly 1130-3. In someembodiments, as shown in FIGS. 29 and 30, the permeation barrier layer1134-5 covers the central body 1126 between the weld lines 1128 but doesnot cover the dome end portions 1162, 1163 such that the permeationbarrier layer 1134-5 has an circumferential end that is spaced apartfrom the dome end portions 1162, 1163, e.g., disposed longitudinallybetween weld lines 1128 at which the dome end portions 1162, 1163 coupleto the central body 1126. In some embodiments, the permeation barrierlayer 1134-5 extends over the weld line 1128 along a longitudinaldirection of the intermediate assembly 1130-3 to cover the longitudinalends 1181, 1183 of the central body 1126 and to cover the at least partof the dome end portion 1162, 1163.

FIG. 31 illustrates further embodiments in which a permeation barrierlayer 1134-6 is formed over the central body 1126 and also over the domeend portions 1162, 1163 to form an intermediate assembly 1130-4. In someembodiments, when the permeation barrier 1134-6 is formed by a singleprocess or by repeating the same process (e.g. repeating the process ofFIG. 26—attaching strips as shown in FIG. 26), the permeation barrierlayer 1134-6 maintains the same configuration over the central portion1126 and the dome end portions 1162, 1163 of the internal pressureenclosure 1120.

In embodiments of FIG. 32, a permeation barrier layer 1136 placed overthe internal pressure enclosure 1120 to form an intermediate assembly1130-5. The permeation barrier layer 1136 comprises a first portion1134-7 disposed over, e.g., covering the central body 1126 of theinternal pressure enclosure 1120, and further comprises a second portion1134-8 disposed over or covering the dome end portions 1162, 1163, ofthe internal pressure enclosure 1120.

In some embodiments, the first portion 1134-7 is formed using a firstprocess, and the second portion 1134-8 is formed using a second processdifferent from the first process to disposed the permeation barrierlayer 1136 over a curved surface of the dome end portion 1162. In someembodiments, the first portion 1134-7 and the second portion 1134-8 canbe formed by the same or a similar process but one can be thicker. Forexample, the first portion 1134-7 can be thicker than the second portion1134-8. Or, the second portion 1134-8 can be thicker than the firstportion 1134-7.

In some embodiments, the first portion 1134-7 and the second portion1134-8 may have different configurations (e.g. mechanical structure,chemical composition). In some embodiments, when barrier material stripsare attached over the central body 1126 and the dome end portions 1162,1163 of the internal pressure enclosure 1120 (using the process shown inFIGS. 26 and 27) to form the second portion 1134-8, and subsequentlyadditional barrier material strips are wrapped over the central body1126 (using the process shown in FIG. 24) to form the first portion1134-7, the permeation barrier layer 1136 is thicker over the centralbody 1126 than over the dome end portion 1162.

After the intermediate assemblies 1130, 1130-1, 1130-2, 1130-3, 1130-4,or 1130-5 are prepared after forming a permeation barrier layer over theinternal pressure enclosure 1120, the reinforcement structure 1110 canbe formed over the permeation barrier layer. In some embodiments, one ormore strips (or sheets) of a carbon composite are wound over anintermediate assembly to form the reinforcement structure 1110. In someembodiments, a polymer resin is painted or sprayed on the carbon fiberreinforcement after disposing carbon fiber reinforcement over apermeation barrier layer to form the reinforcement structure 1110. Incertain embodiments, a process to cure a composite material (or a resin)placed over the permeation barrier layer is performed to complete thereinforcement structure 1110.

VI. Vehicle Fluid Handling Systems

FIGS. 33-47, discussed below, illustrate a variety of embodiments ofvehicles, fuel systems, and auxiliary fluid vessels, among other things.The disclosed fuel systems and/or auxiliary fluid vessels can be mountedin various locations and/or arrangements, including below the chassis(e.g., FIG. 33), behind-the-cab (e.g., FIGS. 34-39), roof mounted (e.g.,FIGS. 42 and 43), tailgate mounted (e.g., FIGS. 44 and 45), side mounted(e.g., FIGS. 46 and 47), and/or the like. In addition to the sidemounted examples of FIGS. 46 and 47, in some embodiments, the fuelsystems and/or auxiliary fluid vessels may incorporate any of the sidemount technology discussed above in Sections I-IV, with reference toFIGS. 1-14B.

Further, the fuel systems and/or auxiliary fluid vessels discussed belowwith reference to FIGS. 33-47 may comprise various embodiments of gascylinder assemblies, including, for example, the various embodiments ofgas cylinder assemblies discussed above in Section V, with reference toFIGS. 15-32. For example, any of the fuel tanks or pressure vessels (orportions thereof) visible in FIGS. 33, 35-38, 40, 41, 43, 45, and 47 maycomprise any of the gas cylinder assemblies discussed above in SectionV, with reference to FIGS. 15-32 (and/or may be manufactured using anyof the manufacturing techniques discussed above in Section V, withreference to FIGS. 15-32).

Additionally, although various embodiments discussed below withreference to FIGS. 33-47 include both of (1) one or more fuel tanks(e.g., a gas cylinder intended to contain fuel for powering the vehicle)and (2) one or more auxiliary pressure vessels (e.g., a gas cylinderintended to contain pressurized air for powering an auxiliary systemsuch as vehicle brakes), the disclosure is not limited to suchembodiments. For example, any of the mounting arrangements discussedbelow with reference to FIGS. 33-47 (such as below the chassis,behind-the-cab, roof mounted, tailgate mounted, side mounted, and/or thelike) may include or be modified to include: (1) only one or more fueltanks, without any auxiliary pressure vessels, (2) only one or moreauxiliary pressure vessels, without any fuel tanks, or (3) both of oneor more fuel tanks and one or more auxiliary pressure vessels. In any ofthese embodiments, either or both of the fuel tanks or auxiliarypressure vessels may be constructed using various constructiontechniques, including but not limited to, the gas cylinder constructiontechniques discussed above in Section V, with reference to FIGS. 15-32.

FIG. 33 shows a conventional location for mounting a pressure vessel2012 for a braking system to a lower portion 2008 of a chassis 2004 of avehicle. The chassis 2004 mechanically supports the pressure vessel2012, as well as the wheels and other components of a vehicle. Thelocation shown is below the chassis 2004, between the forward wheels ofthe cab and the rear wheels of the semi-trailer. The pressure vessel2012 can be supported by brackets or straps and supplies a fluid that isused to actuate the brakes to slow down the rotation of the wheels. Thelocation shown is satisfactory if the space between the wheels issufficient but leaves the pressure vessel 2012 exposed to damage byrocks or debris from the wheels or road.

Behind-The-Cab Systems

FIG. 34 shows a vehicle 2100 that can benefit from a fluid system 2116as claimed herein. The vehicle 2100 is a heavy duty truck capable oflong range hauling, but it could be other heavy duty vehicles asdiscussed below. The vehicle 2100 includes a tractor unit having a cab2104 and a semi-trailer 2108. A cowling 2112 of the fluid system 2116can be seen disposed between the cab 2104 and the semi-trailer 2108. Thesystem 2116 is mounted to a chassis 2114 of the vehicle 2100. Thecowling 2112 encloses a number of components of the fluid system 2116including a fuel pressure vessel 2118 and an auxiliary fluid vessel 2120as discussed further below. The auxiliary fluid vessel 2120 preferablyis able to store a working fluid at elevated pressure. In oneapplication the vessel 2120 has a capacity of 1740 cubic inches. Inanother embodiment, the vessel has a capacity of about 2030 cubicinches. By integrating the auxiliary fluid vessel 2120 and the fuelpressure vessel 2118 into the fluid handling system 2116 the overallsystem integration of the vehicle 2100 can be greatly improved asexplained further below. These advantages also apply to fuel systemsthat are mounted in different locations on a vehicle as discussed below.

FIGS. 35 and 36 show certain components of the fluid system 2116 in moredetail. A front portion 2122 includes one or more openings 2124 throughwhich internal components of the fluid system 2116 are exposed. Theopening 2124 can be bounded by an inner periphery 2126 of the cowling onthe front portion 2122. The opening 2124 can be segmented betweenportions of a frame assembly of the fluid system 2116. In theillustrated embodiment, the fluid vessel 2120 is accessible through theopening 2124 so that the vessel can be inspected, serviced, and/orreplaced as needed. In a behind the cab configuration the cab 2104covers the opening 2124 to limit access to the components through theopening 2124 when the fluid system 2116 is mounted to the vehicle 2100.This improves upon existing practice by placing the auxiliary fluidvessel 2120 in an enclosed space. By leaving access through the opening2124 that is blocked by the cab 2104, the fluid system 2116 provides agood combination of ease of access with protection of the vessel 2120.The opening 2124 also enables the fluid handling system 2116 to belighter than if the cowling 2112 fully surrounded the fluid system 2116on all side. In some applications, the opening 2124 is eliminated andthe cowling 2112 fully surrounds the internal components of the fluidsystem 2116.

The cab 2104 controls flow of air around a front portion of the vehicle2100 preventing the openings 2124 from increasing drag significantly.The cowling 2112 includes a forward portion 2128 that extends from theinner periphery 2126 to an outer periphery 2130 of the fluid storagesystem 2116. The forward portion 2128 may extend laterally of the cab2104 to some extent in some applications. The forward portion 2128 maybe shaped to reduce a drag contribution by the fluid handling systems2116 in such configurations. For example, the forward portion 2128 canbe inclined in a rearward direction as shown in FIG. 35 at the top orlateral edges. The system 2116 improves on existing practice bydisposing the auxiliary fluid vessel out of the air stream to provideaerodynamic benefits resulting in continuous fuel savings.

The cowling 2112 can have access panels for enabling user andmaintenance access to the enclosed space therein. For example, onelateral side of the outer periphery 2130 can have a plurality of accesspanels, e.g., an upper panel 2132A and a lower panel 2132B. One of thepanels, e.g., the upper panel 2132A, can be primarily for accessing thefuel pressure vessel 2118. One of the panels, e.g., the lower panel 2132b, can provide access to an end of the auxiliary fluid vessel 2120. Theaccess panels 2132A, 2132B also can provide access to controllers, fluidports, and other features of the fluid system 2116, as discussed furtherin connection with FIG. 37. The access panels 2132A, 2132B also canprovide access to controllers, fluid ports, and other features of anauxiliary fluid system, as discussed further below. Access to theauxiliary fluid vessel 2120 and a fluid system coupled therewith throughthe panel 2132B allows service of and/or a change in configuration ofauxiliary systems that are powered by the fluid in the auxiliary fluidvessel 2120.

The fluid system 2116 can also have one or a plurality of handlingmembers 2134 accessible on an outside surface of the cowling 2112. Thehandling members 2134 can include one or a plurality of hooks oreye-bolts. The handling members 2134 preferably are on a top side of thesystem 2100, such that the system 2100 can be suspended by cables orother tension members and lowered thereby into position. Other handlingmembers 2134 can be provided. The handling members 2134 enable the fluidsystem 2116 to be hoisted onto the vehicle 2100 or removed therefrom forrepair, reconditioning or replacement. For example, as discussed above,the auxiliary fluid vessels 2120 are accessible through the opening2124. By lifting the system 2116 using the handling members 2134, thevessel 2120 can be inspected, serviced and repaired. The handlingmembers 2134 are advantageous for applications where the fluid system2116 is retrofitted to the vehicle 2100. The handling members 2134 canbe used in original assembly of the vehicle 2100 as well.

FIGS. 35-38 show different aspects of a frame assembly 2140 of the fluidstorage system 2116. The frame assembly 2140 is at least partiallydisposed within the cowling 2112. In the illustrated embodiment, theframe assembly 2140 is entirely enclosed within the cowling 2112 otherthan an exposed portion 2141 coupled with an exposed connection panel.The frame assembly 2140 has a lower portion 2144 and an upper portion2148. The fuel storage system 2116 is configured to be mounted to or tocouple with a chassis 2114 of the vehicle 2100. The fuel storage system2116 can be couple with the chassis 2114 at or below the lower portion2144. For example, the lower portion 2144 can have one or a plurality ofbrackets 2152 that are configured to couple the frame assembly 2140 withthe chassis 2114 of the vehicle 2100. The fluid system 2116 can belowered by a hoist coupled with the handling members 2134 on the chassis2114 until one face of each of the brackets 2152 is aligned with amounting portion of the chassis. Thereafter, the brackets 2152 can besecured to the chassis 2114.

FIG. 37 shows an embodiment in which the lower portion 2144 includesfirst and second lateral members 2156 and first and second traversemembers 2160. One of the lateral members 2156 is disposed on aside ofthe frame assembly 2140 corresponding to the driver side of the vehicle2100, e.g., in a position below components accessible through the panels2132A, 2132B. Another lateral member 2156 is disposed on the oppositelateral side of the frame assembly 2140. FIG. 38 shows the transversemembers 2160. The lateral ends of the transverse members 2160 arecoupled with the first and second lateral members 2156. In theillustrated embodiment the lateral members 2156 comprise a plate-likestructure and the transverse members 2160 comprise L-brackets. A damper2161 (see FIG. 38) can be disposed between the transverse members 2160and the brackets 2152 to isolate the fluid system 2116 from vibrationand shock from the road, at least to some extent. The brackets 2152 canbe assembled to the transverse members 2160 and thus can be part of thelower portion 2144 of the frame assembly 2140 in some embodiments. Inother embodiments, the brackets 2152 can be part of a standard chassiscomponent to which the lower portion 2144 of the frame assembly 2140 isto be coupled.

The upper portion 2148 of the frame assembly 2140 can have any suitableconfiguration. For example, the upper portion 2148 can have first andsecond upright frames 2160, 2164. The first and second upright frames2160, 2164 are disposed on opposite lateral sides of the frame assembly2140. The lateral member 2156 disposed beneath the components accessiblethrough the panels 2132A, 2132B can be coupled with or can be a lowerportion of the first upright frame 2160. The lateral member 2156disposed opposite these components can be coupled with or can be a lowerportion of the second upright frame 2164. The first and second uprightframes 2160, 2164 are located such that when the fluid system 2116 ismounted to the chassis 2114 the first upright frame 2160 is on thedriver side of the vehicle and the second upright frame 2164 is on thepassenger side of the vehicle. The opposite placement is also possible.In one embodiment, one of the frame members 2160, 2164 supportscomponents of a fluid system including the auxiliary fluid vessel 2120in a manner allowing access thereto through the panels 2132A, 2132B orat the exposed portion 2141.

The upright frames 2160, 2164 preferably include mounting features forcreating a space to position the auxiliary fluid vessel 2120 and forsupporting various components. For example, the upright frames 2160,2164 can include a plurality of elongate members 2172 that have lowerends coupled with the lower portion 2144 of the frame assembly 2140 andupper ends disposed way from the lower ends. The elongate members 2172can be L-brackets in one embodiment. The elongate members 2172 canpartially define the perimeter of a space for disposing and, in someembodiments, enclosing the auxiliary fluid vessel 2120. A plurality oflateral members 2176 can be coupled to elongate members 2172. Thelateral members 2176 can have forward ends coupled with a forwardelongate member 2172 and rearward ends coupled with a rearward elongatemember 2172.

In one configuration the lateral members 2176 provide one or both ofstructural reinforcement and component supporting functions to theupright frames 2160, 2164 and to the frame assembly 2140. FIG. 37 showsanother configuration in which at least some of the lateral members 2176provide multiple functions. A first lateral member 2176A comprises aC-shaped configuration in which a first side is coupled with lateralsurfaces of the forward and rearward elongate members 2172. The C-shapedlateral member 2176A provides a second side adjacent to the first side.The second side can have a horizontal surface extending laterally fromthe first side. The horizontal surface can support the fuel pressurevessel 2120 as discussed further below. The C-shaped lateral member2176A provides a third side adjacent to the second side. The third sidecan be configured to couple with a portion of a fluid manifold asdiscussed further below. A second lateral member 2176B can be providedin some embodiments. The second lateral member 2176B can have aconfiguration similar to that of the first lateral member 2176A, e.g., aC-shaped configuration. In one arrangement, the second lateral member2176B is inverted compared to the first lateral member 2176A. The secondlateral member 2176B can have a horizontal surface adjacent to a lowerend of a first side of the member 2176B. The horizontal surface of thesecond lateral member 2176B can extend laterally of the first side ofthe second lateral member 2176B. The horizontal surface of the secondmember 2176B can be positioned to face a horizontal surface of the firstlateral member 2176A. The horizontal surfaces of the first and secondlateral members 2176A, 2176B can support pressure vessels directly orindirectly as discussed further below. Although shown supporting thefuel pressure vessel 2118 a pair of support members similar in structureto the members 2176A, 2176B could be provided to support the auxiliaryfluid vessel 2120.

A third member 2176C can be configured for supporting fluid manifoldcomponents 2180. The fluid manifold components 2180 can includeregulators, pressure relief devices, or other components of a state ofthe art fuel system in one embodiment. The fluid manifold components2180 can include conduit, couplers or fluid line junctions for auxiliaryfluid systems in another embodiment. The fluid manifold components 2180can include components of both a fuel system and an auxiliary fluidsystem in another embodiment. In one compact arrangement the thirdmember 2176C is configured to enable the fluid manifold components 2180to be recessed into the upright frame 2160. A recessed configuration canallow the fluid manifold components 2180 be at least partially inward ofa plane of the lateral sides of the elongate members 2172.

One approach to recessing the components 2180 is to form the thirdmember 2176C with a bight along the direction from the forward torearward. The bight can be seen in a top view of the third member 2176C.The bight has a first portion that extends away from the lateral side ofthe upright frame 2160 toward a transverse center of the fluid system2116, a second portion that extends along the forward-to-rearwarddirection, and a third portion that extends from the second portiontoward the lateral side of the upright frame 2160. The first portion andthe third portion are coupled with the forward and rearward elongatemembers 2172 respectively. The extent of the first and third portionscontrols the depth of recessing of the second portion of the thirdmember 2176C. The recessing can be at least 25% of the dimension of thefluid manifold components 2180 as measured in the transverse direction.The recessing can be at least 50% of the dimension of the fluid manifoldcomponents 2180 as measured in the transverse direction. The recessingcan be at least 100% or more of the dimension of the fluid manifoldcomponents 2180 as measured in the transverse direction. The fluidmanifold components 2180 can be nested into the area at least partiallysurrounded by the bight of the third member 2176C. The nesting of thefluid manifold components 2180 provides some protection for thesecomponents and also reduces the width of the system 2116 overall.Reduced width can contributed to weight reduction and to aerodynamicdrag contribution by the system 2166 to the vehicle 2100.

In the illustrated embodiment, the lateral members 2176A, 2176B, and2176C are all mounted to outside surfaces of the elongate members 2172.In other embodiment, the lateral members 2176A, 2176B, and 2176C can becoupled with inside surfaces of the elongate members 2172, e.g., theside facing the space surrounded by the frame assembly 2140.

FIG. 37 shows that in one embodiment, of the first and second uprightframes 2160, 2164 each have a fuel pressure vessel support 2190 and anauxiliary fluid pressure vessel support 2194. The fuel pressure vesselsupport 2190 is configured to receive and retain an end portion 2304(See FIG. 40) of the fuel pressure vessel 2118. For example, in oneembodiment a mounting block assembly is provided in which a first blockportion is configured to support a boss 2308 of the end portion 2304from beneath. The first block can have a semi-cylindrical surface uponwhich a lower portion of the boss 2308 rests in a free state. The blockassembly can have a second block that is placed over the boss 2308 tocover the boss. For example, the second block can have asemi-cylindrical surface that can be disposed over a top surface of theboss 2308. The first and second blocks of the block assembly can form acylindrical surface that surrounds the boss 2308. The first block can besecured to the first lateral members 2176A. The second block can besecured to the second lateral member 2176B directly above the firstlateral member 2176A to which the first block is secured. The blockassembly enables the lateral members 2176A, 2176B to indirectly supportthe boss 2308 and thereby the fuel pressure vessel 2118.

In one embodiment, a block assembly is used to support the end portion2304 and a block assembly is used to support the end portion 2306, whichis an end portion of the fuel pressure vessel 2118 opposite the endportion 2304. The end portion 2304 will usually be supported in thefluid system 2116 adjacent to the location of the access panels 2132A,2132B of the cowling 2112. This allows a user to access fill and bleedports 2316, 2320 of the fuel pressure vessel 2118 as needed. The ports2316, 2320 can be directly accessed or can be in fluid communicationwith a fluid line that is remote from the ports 2316, 2320. This wouldpermit the pressure vessel 2118 to be mounted in the oppositeorientation such that the ports 2316, 2320 are not close to oraccessible through the panel 2132A, 2132B.

The auxiliary fluid vessel 2120 can be supported in the same manner asthe fuel pressure vessel 2118, for example, by a block assemblyconfigured to form a cylindrical surface that surrounds a boss or otherend portion of the vessel 2120. The block assembly can be mounted on thesame or a similar structure to the members 2176A, 2176B. As discussedbelow, in certain embodiments to improve the integration of theauxiliary fluid vessel 2120 in the confined space of the cowling 2112the vessel 2120 can be mounted in a different manner than the fuelpressure vessels 2120.

The fluid vessels 2118, 2120 preferably are mounted to the frameassembly 2140 in a compact array. The fluid system 2116 can have aplurality of fuel pressure vessel supports 2190 on each of the firstupright frame 2160 and the second upright frame 2164 to support aplurality of fuel pressure vessels in a compact array. FIG. 38 showsthat the compact array can include a vertically oriented array. Thevertically oriented array can include providing a plurality of, e.g.,four, fuel vessels 2120 aligned in a vertical plane. In one instance thecentral longitudinal axes of the pressure vessels 2120 can be disposedon a common vertical plane. FIG. 43 shows that the central longitudinalaxes of the pressure vessels 2120 can be disposed on a common horizontalplane. FIG. 45 shows that the central longitudinal axes of the pressurevessels 2120 can be disposed on a common plane that is not vertical orhorizontal but generally along a surface of the vehicle that is angledto one or both of these planes. A line connecting the centrallongitudinal axes of the pressure vessels 2120 can be arcuate, e.g.,following a contour of a tailgate or other curved surface of a vehicle.In such embodiments, a central longitudinal axis of the fluid vessels2118 may be spaced away from a line connecting the central longitudinalaxes of two adjacent fuel vessels 2120.

FIG. 38 shows that in one embodiment a fuel pressure vessel 2118 at afirst, e.g., a lowest, elevation 2196A can be disposed immediately belowa second fuel pressure vessel 2118 at a second elevation 2196B. Acompact arrangement of the fluid vessels 2118, 2120 can be provided bymounting the auxiliary fluid vessel 2120 at a third elevation 2196C thatis above the first elevation 2196A and that is below the secondelevation 2196B. In addition, the fluid vessel 2120 can be arranged awayfrom the plane of the central axes of the fluid pressure vessels 2118 atthe first and second elevations. For example, the central longitudinalaxis of the auxiliary fluid vessel 2120 can be located away from, e.g.,forward of, the central longitudinal axes of one or both of the fluidpressure vessels 2118 at the first and second elevations. The centrallongitudinal axis of the auxiliary fluid vessel 2120 can be locatedrearward of the central longitudinal axes of one or both of the fluidpressure vessels 2118 at the first and second elevations.

In one embodiment the auxiliary fluid vessel 2120 can be nested in withtwo fuel pressure vessels 2118. Nest means, broadly, that the auxiliaryfluid vessel 2120 is received in a space between the two fuel pressurevessels 2118. For example, FIG. 38 shows that an area can be bounded byouter surfaces of two fuel pressure vessels 2118 and a forward portionof the frame assembly 2140. The auxiliary fluid vessel 2120 can bepositioned in this area. The area so bounded can be further bounded bythe forward-most portion of the two fuel pressure vessels 2118. In oneembodiment, a vertical line intersecting an outer periphery of a firstfuel pressure vessels 2118 at the first elevation 2196A and alsointersecting an outer circumference of a second fuel pressure vessels2118 at the second elevation 2196B also intersects the auxiliary fluidvessel 2120. The central longitudinal axis of the auxiliary fluid vessel2120 can be located at this line. The central longitudinal axis of theauxiliary fluid vessel 2120 can be located between this line and avertical plane intersecting the central longitudinal axis of the fuelpressure vessels 2118 at the first elevation 2196A and the fuel pressurevessels 2118 at the second elevation 2196B. These arrangements allow thecowling 2112 to extend nearly tangentially to the outer periphery of thefuel pressure vessels 2118 while at the same time enclosing theauxiliary fluid vessel 2120. These arrangements allow the auxiliaryfluid vessel 2120 be positioned in a fuel system without significantenlargement or modification of the cowling 2112.

FIG. 38 shows that further fluid vessels can be provided in certainembodiments. A third fuel pressure vessel 2118 can be disposed at afourth elevation above the second fuel pressure vessel 2118. A fourthpressure vessel 2118 can be disposed at a fifth elevation above thethird fuel pressure vessel 2118. One or a plurality of additional fluidvessels 2120A can be provided in spaces similar to those discussedabove. By providing a number of additional fluid vessels 2120A, thevolume of fluid available for an auxiliary fluid system can beincreased. By providing additional fluid vessels 2120A, the size ofindividual vessels 2120, 2120A can be reduced while still meeting thevolume demands of a system.

The illustrated embodiments provide that both the first frame 2160 andthe second frame 2164 support the fuel pressure vessel 2188 at fuelpressure vessel supports 2190. In another embodiment, at least one ofthe first frame 2160 and second frame 2164 has a fuel pressure vesselsupport 2190 and an auxiliary fluid pressure vessel support 2194. Inanother embodiment, only one of the first frame 2160 and the secondframe 2164 has a fuel pressure vessel support 2190 and an auxiliaryfluid pressure vessel support 2194. Other variations are possible. Theauxiliary fluid pressure vessel support 2194 is spaced apart from thefuel pressure vessel support, as discussed further below.

The frame assembly 2140 can be strengthened by providing a number ofbraces, e.g., transverse braces 184 and/or disposed between the firstand second upright frames 2160, 2164.

FIGS. 37 and 38 show further details of how the fuel pressure vessel2118 and the auxiliary pressure vessel 2120 are integrated in the spacedefined by the frame assembly 2140. FIG. 38 shows that a front-to-backprofile 2202 can be provided that yields a compact arrangement suitablefor a behind the cab configuration. This arrangement provides a compacthorizontal arrangement. FIG. 43 shows that in certain application acompact vertical arrangement is preferred. A compact verticalarrangement is preferable for roof-mounted systems.

FIGS. 36, 39, and 41 illustrate further aspects of a fluid system 2400that can be at least partially integrated into the space surrounded bythe frame assembly 2140 and/or the cowling 2112. In one embodiment, aforward portion of the fluid system 2116 includes an access panel 2404for coupling the auxiliary fluid vessel 2120 with other components ofthe fluid system 2400. The panel 2404 can be formed at or through one ofthe transverse members 2160. The panel 2404 can include one or moreconnection ports to couple the vessel or vessels 2120 with othercomponents of the fluid system 2400. The panel 2404 can include a firstport 2408 coupled to a fluid line 2412 that extends between a foot valve2416 and the vessel or vessels 2120. When the foot valve 2416 isdepressed the pressure in the fluid line 2412 is communicated to brakelines coupled with brake chambers 2419. The pressure can be communicatedto some or all of the wheels of the vehicle 2100. The panel 2404 caninclude a second port 2418 that can be coupled with a fluid line 2420that extends from a compressor 2424 to the vessel or vessels 2120. FIG.41 illustrates that the fluid system 2400 can have two auxiliary fluidvessels 2120. Both of these vessels can be disposed within the cowling2112. Components disposed outside the cowling 2112 can communicate withthe vessels 2120 via the panel 2404. The fluid system 2400 can alsoinclude an indicator 2430 providing some diagnostic information aboutthe system 2400. The indicator 2430 is shown schematically associatedwith one of the pressure vessels 2120. The indicator 2430 can include asensor located inside the cowling 2112, a read-out 2432 on the panel2404, a read-out in the cab 2104 or any combination of these componentsor locations. The panel 2404 is shown in more detail in FIG. 39. Thesystem 2400 also can have one or more valves. For example, a bleed valve2421 can be provided within the cowling 2112. Additionally, one or morecheck valves 2423 can be provided inside the cowling 2112 to regulateflow.

FIG. 39 also shows that a secondary panel 2440 can be provided with afirst port 2444 and a second port 2448. The first port 2444 can becoupled with a valve or switch for powering a second fluid system, suchas an air horn (not shown). The second port 2448 can be coupled with asource of fluid, such as air to supply a line coupled with the firstport 2444. The second port 2448 can be coupled with an air compressor,for example. The first and second panels 2404, 2440 can be independentlycoupled with one, two or more than two independent fluid vessels 2120through manifolds. In other embodiments, a common manifold can beprovided that channels the flow of fluid to and from the vessels 2120.

Roof Mounted Systems

FIGS. 42 and 43 show additional features of various embodiments. FIG. 42shows a vehicle 2500. The vehicle 2500 is a refuse truck. The vehicle2500 has a fluid handling system 2504 mounted to a top of a shell 2506thereof. The system 2504 is similar to the system 2116 except asdescribed differently below.

The shell 2506 is mounted to a chassis 2508 of the vehicle 2500. Theshell 2506 has a volume to receive a load of refuse therein by a liftsystem 2512 that lifts and dumps garbage bins 2516 therein. A compactor2524 disposed within the shell 2506 serves to compress the refuse thatis deposited therein. The compactor 2524 is shown schematically butwould generally include a rigid plate that moves toward a rigid portionof the shell 2506 or vehicle 2500 to reduce the volume of the spaceinside the shell 2506 temporarily to cause the contents thereof tooccupy less space.

The vehicle 2500 also includes a hydraulic actuator 2528. The hydraulicactuator 2528 is coupled at a first end 2532 with the compactor 2524 anddirectly or indirectly at a second end 2536 with the chassis 2502 of thevehicle 2500. The vehicle 2500 includes a compactor actuator system thatinclude an auxiliary fluid vessel 2534 disposed in the cowling 2112. Afluid line 2540 coupled with the vessel 2534 at a first end is alsocoupled with the hydraulic actuator 2528 at a second end opposite thefirst end. A start button 2544 causes the flow of hydraulic fluid fromthe vessel 2532 to flow into or to convey pressure into the actuator2528 through the fluid line 2540. The flow of fluid or the conveyance ofpressure via the fluid line 2540 causes the hydraulic actuator 2528 tomove the compactor 2524 to compress the refuse deposited in the shell2506. This allows more material to be loaded into the shell 2506 to makethe route more efficient. The start button 2544 can be located insidethe cab of the vehicle 2500 or adjacent to the lift system 2512.

In one variation, the hydraulic actuator 2528 is coupled with a door ortailgate that is configured to provide access to or enclose the insidearea of the shell 2506. The actuator 2528 in this embodiment can beconfigure to lift a heavy load, which can even include the fluid system2504 or a variant thereof that may be mounted on the door or tailgate.

In one embodiment multiple fluid systems of the vehicle 2500 can bedriven from fluids stored within the cowling 2112. For example, inaddition to the compactor 2524, the lift system 2512 could also bedriven by a hydraulic or pneumatic system including one or more of thefluid vessels 2534.

Tailgate Mounted Systems

FIGS. 44 and 45 show additional features of a vehicle 2600 having afluid system 2630. The vehicle 2600 can be a refuse truck. The vehicle2600 can have any of the features of the vehicle 2500. The vehicle 2600can have a tailgate 2604. The tailgate 2604 can be configured to openand close, such as to provide access to internal contents of a shell2608. A hydraulic actuator 2612 can be used to open and close thetailgate 2604. In particular, the actuator 2612 can be coupled at afirst end 2614 to the tailgate 2604 and at a second end 2616 to achassis 2618 of the vehicle 2600. The second end 2616 can be connecteddirectly or indirectly to the chassis 2618.

The fluid system 2630 is mounted to the tailgate 2604. The fluid system2630 includes a cowling 2634 enclosing a space 2638 in which at leastsome of the components of the system 2630 reside. Some of the componentsof the fluid system 2630 that are disposed within the space 2638 areshown in FIG. 45. In particular, the fluid system 2630 includes a frameassembly 2642 that is disposed at least partially within the cowling2624. The frame assembly 2642 is coupled with and is supported by thetailgate 2604. The connection can be any suitable connection such as oneor a plurality of brackets. The frame assembly 2642 is coupled with andsupports, in one embodiment, one or a plurality of fuel pressure vessels2648. The frame assembly 2642 is coupled with and supports, in oneembodiment, one or a plurality of auxiliary fluid vessels 2652. Theauxiliary fluid vessels 2652 can include gas fluid vessels. Theauxiliary fluid vessels 2652 can include pressure vessels. The auxiliaryfluid vessels 2652 can include gas pressure vessels. The support of theauxiliary fluid vessel(s) 2652 can be by any suitable support structuresuch as a bracket on each end or a support block or block assembly asdiscussed above. The auxiliary fluid vessels 2652 are compactly arrangedwithin the cowling 2634, e.g., are nested within the space partiallydefined by two adjacent vessels 2648.

The auxiliary fluid system 2630 at least partially disposed in a cowlingalso includes one or a plurality of fluid conduits 2660 configured toconvey fluid from within the fluid vessel(s) 2652 to a fluid port or ajunction 2664. The port 2664 can include a point at which fluid supplyfrom a plurality of fluid vessels 2652 merges or can include twoseparate connection points so that one of a plurality of fluid vessels2652 can power a first system or component and another of the pluralityof fluid vessels 2652 can power a second system or component. In theillustrated embodiment the vessels 2652 supply fluid through fluidconduits 2660 to a merged conduit 2672 that supplies fluid to theactuator 2612 upon pressing of a controller 2676. Upon pressing thecontroller 2676, which can be a control button, the actuator 2612 can belengthened extending the distance between the first end 2614 and thesecond end 2616. Because the second end is secured (directly orindirectly) to the chassis 2618 the tailgate 2604 is moved away from therearward portion of the shell to expose its volume and any contentstherein.

The fluid vessels 2652 could power other or additional components. Thefluid vessels 2652 could actuate a compactor disposed in the shellthrough a second actuator similar to the hydraulic actuator 2528. Thefluid vessels 2652 could power an air horn, brakes or other fluid systemof the vehicle 2600.

Side-Mounted Systems

FIGS. 46 and 47 illustrate another fluid system 2704 that could becoupled with a vehicle 2700. The vehicle 2700 includes a frame member2712 to which the system 2704 is mounted. The vehicle 2700 can have asystem 2704 mounted to the frame member 2712 on each side of thevehicle. The system 2704 includes a cowling 2720 that is disposed arounda space 2724 in which an auxiliary fluid vessel 2732 can be disposed. Inthe illustrated embodiment, two auxiliary fluid vessels 2732 aredisposed in the space 2724 surrounded by the cowling 2720. The auxiliaryfluid vessels 2732 are compactly arranged within the cowling 2720, e.g.,are nested within the space partially defined by two adjacent vessels2734 as shown in FIG. 47. Fluid conduits 2736 disposed at leastpartially in the cowling 2720 convey the fluid between the fluid vessels2732 and a component 2760 of the vehicle 2700 that is powered by orotherwise uses the fluid. The fluid conduits 2736 can communicateindependently with the component 2760 or with two or more components2760. The fluid conduits 2736 can merge at a valve or junction to asingle conduit 2740 to communicate with one or more components 2760.

In the illustrated embodiment a controller 2764 is provided to controlfluid flow in the conduit 2736 and/or the conduit 2740. Upon pressingthe controller 2764, which can be a control button, the component 2760is pressurized, powered or otherwise supplied with the fluid form thefluid vessel(s) 2732. The component 2760 can be any of the componentsdisclosed herein or other similar auxiliary components or systems of thevehicle.

Additional Information

Although these inventions have been disclosed in the context of certainpreferred embodiments and examples, it will be understood by thoseskilled in the art that the present inventions extend beyond thespecifically disclosed embodiments to other alternative embodimentsand/or uses of the inventions and obvious modifications and equivalentsthereof. In addition, while several variations of the inventions havebeen shown and described in detail, other modifications, which arewithin the scope of these inventions, will be readily apparent to thoseof skill in the art based upon this disclosure. It is also contemplatedthat various combination or sub-combinations of the specific featuresand aspects of the embodiments may be made and still fall within thescope of the inventions. It should be understood that various featuresand aspects of the disclosed embodiments can be combined with orsubstituted for one another in order to form varying modes of thedisclosed inventions. Thus, it is intended that the scope of at leastsome of the present inventions herein disclosed should not be limited bythe particular disclosed embodiments described above.

While certain embodiments of the inventions have been described, theseembodiments have been presented by way of example only, and are notintended to limit the scope of the disclosure. Indeed, the novel methodsand systems described herein may be embodied in a variety of otherforms. Furthermore, various omissions, substitutions and changes in thesystems and methods described herein may be made without departing fromthe spirit of the disclosure. The accompanying claims and theirequivalents are intended to cover such forms or modifications as wouldfall within the scope and spirit of the disclosure. Accordingly, thescope of the present inventions is defined only by reference to theappended claims.

Features, materials, characteristics, or groups described in conjunctionwith a particular aspect, embodiment, or example are to be understood tobe applicable to any other aspect, embodiment or example described inthis section or elsewhere in this specification unless incompatibletherewith. All of the features disclosed in this specification(including any accompanying claims, abstract and drawings), and/or allof the steps of any method or process so disclosed, may be combined inany combination, except combinations where at least some of suchfeatures and/or steps are mutually exclusive. The protection is notrestricted to the details of any foregoing embodiments. The protectionextends to any novel one, or any novel combination, of the featuresdisclosed in this specification (including any accompanying claims,abstract and drawings), or to any novel one, or any novel combination,of the steps of any method or process so disclosed.

Furthermore, certain features that are described in this disclosure inthe context of separate implementations can also be implemented incombination in a single implementation. Conversely, various featuresthat are described in the context of a single implementation can also beimplemented in multiple implementations separately or in any suitablesubcombination. Moreover, although features may be described above asacting in certain combinations, one or more features from a claimedcombination can, in some cases, be excised from the combination, and thecombination may be claimed as a subcombination or variation of asubcombination.

Moreover, while operations may be depicted in the drawings or describedin the specification in a particular order, such operations need not beperformed in the particular order shown or in sequential order, or thatall operations be performed, to achieve desirable results. Otheroperations that are not depicted or described can be incorporated in theexample methods and processes. For example, one or more additionaloperations can be performed before, after, simultaneously, or betweenany of the described operations. Further, the operations may berearranged or reordered in other implementations. Those skilled in theart will appreciate that in some embodiments, the actual steps taken inthe processes illustrated and/or disclosed may differ from those shownin the figures. Depending on the embodiment, certain of the stepsdescribed above may be removed, others may be added. Furthermore, thefeatures and attributes of the specific embodiments disclosed above maybe combined in different ways to form additional embodiments, all ofwhich fall within the scope of the present disclosure. Also, theseparation of various system components in the implementations describedabove should not be understood as requiring such separation in allimplementations, and it should be understood that the describedcomponents and systems can generally be integrated together in a singleproduct or packaged into multiple products.

For purposes of this disclosure, certain aspects, advantages, and novelfeatures are described herein. Not necessarily all such advantages maybe achieved in accordance with any particular embodiment. Thus, forexample, those skilled in the art will recognize that the disclosure maybe embodied or carried out in a manner that achieves one advantage or agroup of advantages as taught herein without necessarily achieving otheradvantages as may be taught or suggested herein.

Conditional language, such as “can,” “could,” “might,” or “may,” unlessspecifically stated otherwise, or otherwise understood within thecontext as used, is generally intended to convey that certainembodiments include, while other embodiments do not include, certainfeatures, elements, and/or steps. Thus, such conditional language is notgenerally intended to imply that features, elements, and/or steps are inany way required for one or more embodiments or that one or moreembodiments necessarily include logic for deciding, with or without userinput or prompting, whether these features, elements, and/or steps areincluded or are to be performed in any particular embodiment.

Conjunctive language such as the phrase “at least one of X, Y, and Z,”unless specifically stated otherwise, is otherwise understood with thecontext as used in general to convey that an item, term, etc. may beeither X, Y, or Z. Thus, such conjunctive language is not generallyintended to imply that certain embodiments require the presence of atleast one of X, at least one of Y, and at least one of Z.

Language of degree used herein, such as the terms “approximately,”“about,” “generally,” and “substantially” as used herein represent avalue, amount, or characteristic close to the stated value, amount, orcharacteristic that still performs a desired function or achieves adesired result. For example, the terms “approximately”, “about”,“generally,” and “substantially” may refer to an amount that is withinless than 10% of, within less than 5% of, within less than 1% of, withinless than 0.1% of, and within less than 0.01% of the stated amount. Asanother example, in certain embodiments, the terms “generally parallel”and “substantially parallel” refer to a value, amount, or characteristicthat departs from exactly parallel by less than or equal to 15 degrees,10 degrees, 5 degrees, 3 degrees, 1 degree, or 0.1 degree.

The scope of the present disclosure is not intended to be limited by thespecific disclosures of preferred embodiments in this section orelsewhere in this specification, and may be defined by claims aspresented in this section or elsewhere in this specification or aspresented in the future. The language of the claims is to be interpretedbroadly based on the language employed in the claims and not limited tothe examples described in the present specification or during theprosecution of the application, which examples are to be construed asnon-exclusive.

What is claimed is:
 1. A fuel system for supporting a fuel tank, thefuel system comprising: a fuel system frame configured to receive thefuel tank; a first bracket coupled to the fuel system frame andcomprising a first support wing, a second support wing, and a centralflange, the first support wing and the second support wing eachextending from the central flange and each having a top surface and aflat bottom surface; and a second bracket having a first portionconfigured to mate with the first bracket and a second portionconfigured to connect to a vehicle frame rail, the first portionincluding a first vertical support having a flat top surface configuredto be coupled to the flat bottom surface of the first support wing and asecond vertical support having a flat top surface configured to becoupled to the flat bottom surface of the second support wing.
 2. Thefuel system of claim 1, wherein the first bracket further comprises abody including the central flange and a bracket mounting base includinga first side configured to be secured to the fuel system frame, whereinthe central flange extends away from a second side of the bracketmounting base opposite the first side, and wherein the central flangehas a first side configured to be coupled to the first support wing anda second side configured to be coupled to the second support wing. 3.The fuel system of claim 2, further comprising one or more resilientmembers disposed between the central flange and the first support wingand one or more resilient members disposed between the central flangeand the second support wing.
 4. The fuel system of claim 1, wherein thefirst support wing and the second support wing each include one or moreflanges extending upward and away from the respective top surface, theone or more flanges configured to enhance stiffness of the respectivefirst support wing and the second support wing.
 5. The fuel system ofclaim 1, wherein the first bracket further comprises an elongate portionextending away from the first support wing and the second support wing,the elongate portion having a first-bracket aperture, and wherein thesecond bracket further comprises a second-bracket aperture at a locationcorresponding to the first-bracket aperture such that the first-bracketaperture and the second-bracket aperture are aligned when the firstbracket and second bracket are mated.
 6. The fuel system of claim 1,wherein the coupling of the first support wing and the second supportwing of the first bracket to the vertical supports of the second bracketallow the fuel system to be mounted to the vehicle frame rail withoutfasteners securing the first bracket to the second bracket.
 7. The fuelsystem of claim 1, wherein the first vertical support and the secondvertical support each include a transverse motion limiter that projectsvertically from the respective top surfaces of the first verticalsupport and the second vertical support to constrain transverse relativemovement between the first bracket and the second bracket.
 8. The fuelsystem of claim 1, wherein the fuel system frame comprises a frame railconnection portion and a tank end support portion, the frame railconnection portion extending along a longitudinal direction from a firstend to a second end, the tank end support portion extending laterallyfrom the second end of the frame rail connection portion and comprisinga support surface configured to support a boss of the fuel tank.
 9. Afuel system for supporting a fuel tank, the fuel system comprising: afuel system frame configured to receive the fuel tank; a first bracketcoupled to the fuel system frame and comprising a first support wing anda second support wing, each of the first support wing and the secondsupport wing having a top surface and a bottom surface; and a secondbracket having a first portion configured to mate with the first bracketand a second portion configured to connect to a vehicle frame rail, thefirst portion including a first vertical support having a top surfaceconfigured to be coupled to the bottom surface of the first support wingand a second vertical support having a top surface configured to becoupled to the bottom surface of the second support wing, and whereinthe first support wing and the second support wing each include arotational support configured to engage with a bottom surface of thesecond bracket to support the fuel system frame on the vehicle framerail.
 10. The fuel system of claim 9, wherein the first bracket furthercomprises an elongate portion extending away from the first support wingand the second support wing, the elongate portion having a first-bracketaperture, and wherein the second bracket further comprises asecond-bracket aperture at a location corresponding to the first-bracketaperture such that the first-bracket aperture and the second-bracketaperture are aligned when the first bracket and second bracket aremated.
 11. The fuel system of claim 9, wherein the first verticalsupport and the second vertical support each include a transverse motionlimiter that projects vertically from the respective top surfaces of thefirst vertical support and the second vertical support to constraintransverse relative movement between the first bracket and the secondbracket.
 12. A fuel system for supporting a fuel tank, the fuel systemcomprising: a fuel system frame configured to receive the fuel tank; afirst bracket coupled to the fuel system frame and comprising a body, afirst support wing, and a second support wing extending in oppositedirections; and a second bracket having an internal space defined by afirst vertical support and a second vertical support, the internal spacereceiving a portion of the body of the first bracket, the first verticalsupport coupled to the first support wing, the second vertical supportcoupled to the second support wing, and the first support wing and thesecond support wing being located above the second bracket when thefirst bracket and the second bracket are mated.
 13. The fuel system ofclaim 12, wherein the body of the first bracket includes a centralflange and the central flange is received by the internal space of thesecond bracket when the first bracket and the second bracket are mated,and wherein the central flange has a first side configured to be coupledto the first support wing and a second side configured to be coupled tothe second support wing.
 14. The fuel system of claim 13, furthercomprising one or more resilient members disposed between the centralflange and the first support wing and one or more resilient membersdisposed between the central flange and the second support wing.
 15. Thefuel system of claim 12, wherein the first support wing and the secondsupport wing each include one or more flanges extending upward and awayfrom a respective top surface, the one or more flanges configured toenhance stiffness of the respective first support wing and the secondsupport wing.
 16. The fuel system of claim 12, wherein the first supportwing and the second support wing each include a rotational supportconfigured to engage with a bottom surface of the second bracket tosupport the fuel system frame on a vehicle frame rail.
 17. The fuelsystem of claim 12, wherein the coupling of the first support wing andthe second support wing of the first bracket to the vertical supports ofthe second bracket allow the fuel system to be mounted to a vehicleframe rail without fasteners securing the first bracket to the secondbracket.
 18. The fuel system of claim 12, wherein the first verticalsupport and the second vertical support each include a transverse motionlimiter that projects vertically from respective top surfaces of thefirst vertical support and the second vertical support to constraintransverse relative movement between the first bracket and the secondbracket.
 19. The fuel system of claim 12, wherein the fuel system framecomprises a frame rail connection portion and a tank end supportportion, the frame rail connection portion extending along alongitudinal direction from a first end to a second end, the tank endsupport portion extending laterally from the second end of the framerail connection portion and comprising a support surface configured tosupport a boss of the fuel tank.
 20. The fuel system of claim 12,wherein the first support wing and the second support wing are locatedabove the internal space of the second bracket when the first bracketand the second bracket are mated.